Failed PPL Flight Test twice

[wittums]

Hi everyone just feel the need to vent to people that may understand my situation and I hope i posted in the right section. This will be a long post (TLDR at bottom) but i recently failed my PPL twice. Bit of background, I am currently in a college commercial pilot program in Canada. at first i was far ahead (solod after 12 hours of dual and got my first recommendation letter before about 85% of the class) but now im pretty behind and its extremely unmotivating and frustrating to feel as though im going nowhere while the rest of my class progresses into night training/x-country time.

I got my first letter in September 2024 (75ish hours) but due to horrible weather and dpe availability it wasnt done till december (there also wasnt many days to do flights and stay "current"). In hindsight i should have cancelled to get more practice in but i waited so long i just wanted to finally do it. I breezed through oral portion as i study very hard and take things seriously. Everything went well leaving the airport up until doing airwork. For steep turn i used a tower in the distance as a visual reference (i now ask myself why, why did i use it im so stupid) as im rolling out of the steep turn I couldnt find the tower as it was a bit foggy so i was off about 30degrees (other than that it was a great steep turn). On power on stalls my foot slipped on the rudder during recovery of a wing drop and i panicked and kind of froze and didnt pitch the nose down enough so i got a 1 (i really hate having excuses but this did happen). On my forced approach during the overshoot i didnt pitch up enough and wasnt really climbing at all so the dpe said "todays not your day and youre not in the game, lets head back to the airport". We did do diversion and landing on the way back which were all good. Debrief he mainly chalked it up to nerves and he atleast said my flying skills are pretty good.

Afterwards i went with my instructor to do two flights and a solo and he signed me off. Both duals were great and i was acing everything. Second flight test was in late Jan 2025, I went with a different CFI and again breezed through the oral and we went up. My first 1 was during power on stall, he asked for full-power, 30 flaps, climbing turning stall. Ive never done one before and it was very jarring, on recovery he said i didnt pitch down enough. The second 1 was on short field landing, he wanted me to flare over the grass and touchdown just past the threshold. I floated a bit and he said it exceeded the standards. There were a couple twos as well; he said i had poor lookout for traffic in the practice area, while i entered my steep turn i entered a skid for a second or two, and he said i was extremely close to hitting class C airspace outside the practice area and may have even been in it briefly. On debrief he said my flying skills are above average and i had one of the best forced approaches hes seen in a while. its my decision making (not doing a go-around on landing, better awareness). He also said i need to switch instructors and that its clearly not working out. He also said from what he can tell, i dont take critisim/feedback well.

Im with my new instructor and things are going great but progressing a bit slowly. His standards and ways of teaching are a complete 180 from my past instructor and i almost feel like im doing PPL all over again. I like him more personally, appreciate his teaching style of very by the book and serious, I also take his feedback much better than my previous (its amazing how much feedback and advice hes given me so quickly). He says after a pre-flight test with a different instructor i will probably do one more dual than try the flight test again. This time I really cant afford to fail. Its hard to sleep some nights from thinking about the future (im worried no airline wants to hire someone thats failed twice), the embarresment, depression, and frustration this all is. Ive thought about quitting a few times but in reality its all ive ever wanted to do and im far too committed now. Im also scared shitless of going back to my previous life before this. Sorry for the long rant and thanks for reading.

TLDR: Failed ppl twice and feeling frustrated, feel like im not progressing and nervous about the implications it has for the future.

[Bede]

I'm sorry to be the bearer of bad news but this career isn't for you. Being academically solid is only part of the equation. Anyone can fail a ride on any given day, but to fail multiple items on multiple days suggests that you don't have the physical flying skills to be a safe pilot.

Better you find out now than putting more effort/time into something that you may very well wash out of later. It only gets harder from here.

(I am surprised that you have never seen a climbing turning stall - that's on your instructor.)

[Tbayer2021]

I'll take everything you said at face value and go from there. I can understand some nerve may be bringing down your performance and could very well be why you're failing. If this is the only reason why you're not getting past a flight test and you are in-fact an above average flyer, then you need to figure out a way to work on your nerves.

Not only because PPL isn't the only flight test that you'll ever do, and you still have multiple to get through during your training. But flight tests never end once you become a professional pilot. Not only that, you'll encounter plenty of stressful situations during your career. If you consistently demonstrate that your performance degrades considerably during simulated situations. How will you react during a real one?

I'd sit down and do some honest self reflection. The nerve situation can be worked on depending on how bad it is. If its anything else you're not mentioning, like Bede said, this may not be for you. You've just about reached the limit of what you'll be able to reasonably explain at an airline interview when they ask if you've failed any check-rides. If you pass every ride moving forward, pass all your rides at a 703/704 and regionals. Explaining why you failed your PPL twice will just be a quick conversation and shouldn't cause any problems. If it takes you 2 or 3 attempts to get your CPL, multiple to get your MIFR, a couple of failed type ratings. You'll have just about an insurmountable mountain to climb to get to an airline.

[nohojob]

Or you maybe just be going through a bad phase in your life.
Those 2 bad PPL flight tests maybe long forgotten in a few years when you'll be enjoying a fun career.
Nobody knows, specially on this forum

[digits_]

If you consistently demonstrate that your performance degrades considerably during simulated situations. How will you react during a real one?

I don't think there's necessarily much correlation between stress levels in real emergencies and simulated emergencies during training. Especially on the PPL level. I found the amount of checks and seemingly irrelevant steps one has to take during a simulated diversion, forced landing or precautionary landing exercises quite stressful on a flight test. It's 'important' not to forget any steps as to not fail the exercise. In real life there's obviously also stress if you need any of these procedures, but it's much different. The goal is much clearer: get on the ground safely. It's all that matters. No hasel checks, briefings, lookout turns, engine clearings etc. just a simple "get on the ground".

[rookiepilot]

Tend to agree with Bede. It only gets harder. Absent extenuating circumstances, I would take a long look at this as a profession. Hard to see the IFR ride going well when steep turns are an issue.

[pelmet]

Just be brutally honest with yourself on how you are doing in terms of competence(not easy when you don't have much time). If you really are half-decent and can afford it, do some extra training and continue on.

If you are screwing things up on a regular basis, perhaps try something else. That being said, experienced licensed pilots with plenty of flight time make errors. I know first hand. Last year I flew over ten types. I inadvertently stalled an aircraft(glider where one is intentionally within a few knots of stall while maneuvering), pulled the mixture instead of carb heat by accident(one aircraft has carb heat below throttle on the left sidewall while the other has mixture below the throttle on the left sidewall), and made radio transmissions on the wrong frequency at an uncontrolled airport. Embarrassing. And I guarantee you that everyone else on this thread has made embarrassing mistakes recently too.

[455tt]

May I suggest the following.

If the examiner says you don't take feedback well, then you must start to take feedback well. Be OK with this and change your attitude for the better.

After every dual lesson, take note of your errors your instructor has found, and then try very hard not to make those same errors again.

Eventually, by a process of identification and elimination of errors, and taking feedback well, your flying should get much better, since you are listening carefully to feedback, working hard at improving any problem areas, and thereby improving your skills.

Eventually, you should reach a point where you can take a flight test again, and succeed on it.

And as long as you are totally certain that you want to be a pilot, and you diligently follow advice, you will reach your goal for sure, regardless of your unfortunate experiences so far.

Try try again and you will eventually succeed.

[digits_]

Regarding the feedback remark: are you a Canadian student or an international student? It's an issue that can be caused by cultural differences.

[Tbayer2021]

If you consistently demonstrate that your performance degrades considerably during simulated situations. How will you react during a real one?

I don't think there's necessarily much correlation between stress levels in real emergencies and simulated emergencies during training. Especially on the PPL level. I found the amount of checks and seemingly irrelevant steps one has to take during a simulated diversion, forced landing or precautionary landing exercises quite stressful on a flight test. It's 'important' not to forget any steps as to not fail the exercise. In real life there's obviously also stress if you need any of these procedures, but it's much different. The goal is much clearer: get on the ground safely. It's all that matters. No hasel checks, briefings, lookout turns, engine clearings etc. just a simple "get on the ground".

Wholeheartedly agree. Similarly, consistently passing a recurrent isn't always an indication that the person will perform well in a real life situation. But we need some sort of standard to be able to gauge a bare minimum level of competency.

[rookiepilot]

If you consistently demonstrate that your performance degrades considerably during simulated situations. How will you react during a real one?

I don't think there's necessarily much correlation between stress levels in real emergencies and simulated emergencies during training. Especially on the PPL level. I found the amount of checks and seemingly irrelevant steps one has to take during a simulated diversion, forced landing or precautionary landing exercises quite stressful on a flight test. It's 'important' not to forget any steps as to not fail the exercise. In real life there's obviously also stress if you need any of these procedures, but it's much different. The goal is much clearer: get on the ground safely. It's all that matters. No hasel checks, briefings, lookout turns, engine clearings etc. just a simple "get on the ground".

Wholeheartedly agree. Similarly, consistently passing a recurrent isn't always an indication that the person will perform well in a real life situation. But we need some sort of standard to be able to gauge a bare minimum level of competency.

In any test there isn’t the fear of losing your life. I don’t see how someone would perform better in a real world emergency than a flight test.

[MD11]

Some good feedback here already. I'd like to add that my PPL journey did not go as smoothly as I imagined either. I had 0 guidance from anyone and the few flights I did leading up to my solo were based off feedback that I had good hands and feet and radio work. Little did I know that there was a PPL written I had to study for and all this knowledge I needed to acquire. I then stopped myself from flying until I wrote the exam and made a sensible plan for success. When flight test day came, I partialed. As someone who is very hard on myself, I was completly devasted and emotional. I told myself I failed in life because I always thought I would become a pilot and failure wasn't part of the game. My dad told me to stop being hysterical and re-do the failed portion. A few days later I passed and ever since then I've never failed a flight test or PPC. It can still happen to me but what I learned is that failure is normal and you should always view it as a learning opportunity. Attitude and allowing your instructors to give you the feedback necessary for positive change are things that will follow you for your entire life. If you keep defending yourself or making excuses for your failures you will create a reputation for yourself. Not sure about your age but I was 19 when I did my license so my perspective, understanding and approach on many aspects in life simply weren't there yet.

Whether this career is going to be for you or not, I would push through and at the very least complete your PPL. You are very close and it's achievable with the right mindset and attitude. Quitting so close to any achievement will be a waste of money, time and potential career.

[digits_]

I don't think there's necessarily much correlation between stress levels in real emergencies and simulated emergencies during training. Especially on the PPL level. I found the amount of checks and seemingly irrelevant steps one has to take during a simulated diversion, forced landing or precautionary landing exercises quite stressful on a flight test. It's 'important' not to forget any steps as to not fail the exercise. In real life there's obviously also stress if you need any of these procedures, but it's much different. The goal is much clearer: get on the ground safely. It's all that matters. No hasel checks, briefings, lookout turns, engine clearings etc. just a simple "get on the ground".

Wholeheartedly agree. Similarly, consistently passing a recurrent isn't always an indication that the person will perform well in a real life situation. But we need some sort of standard to be able to gauge a bare minimum level of competency.

In any test there isn’t the fear of losing your life. I don’t see how someone would perform better in a real world emergency than a flight test.

Part of it is the micromanagement feeling you might get during training or a flight test.

Part of it is that it isn't necessarily better, but more focused. More relevant. On a flight test you could fail if you deviate from your altitude too much while flying the precautionary landing exercise, or if you skip a high pass inspection. In real life you might find that nice landing spot , do a quick low inspection without ever caring about your exact altitude, and land before the unforecasted fog that's moving in kills you.

Another part is that the "it's for real" feeling might give you a jolt. There is no backup instructor or examiner, so you better do make that field when your engine quits.


Exam related stress and related brainfarts absolutely are real. They are testing your capabilities in a simulated environment. The candidate will fly how he thinks the examiner wants him to fly. In an emergency he will fly how he thinks he needs to fly to survive.

[newlygrounded]

Wholeheartedly agree. Similarly, consistently passing a recurrent isn't always an indication that the person will perform well in a real life situation. But we need some sort of standard to be able to gauge a bare minimum level of competency.

In any test there isn’t the fear of losing your life. I don’t see how someone would perform better in a real world emergency than a flight test.

Part of it is the micromanagement feeling you might get during training or a flight test.

Part of it is that it isn't necessarily better, but more focused. More relevant. On a flight test you could fail if you deviate from your altitude too much while flying the precautionary landing exercise, or if you skip a high pass inspection. In real life you might find that nice landing spot , do a quick low inspection without ever caring about your exact altitude, and land before the unforecasted fog that's moving in kills you.

Another part is that the "it's for real" feeling might give you a jolt. There is no backup instructor or examiner, so you better do make that field when your engine quits.


Exam related stress and related brainfarts absolutely are real. They are testing your capabilities in a simulated environment. The candidate will fly how he thinks the examiner wants him to fly. In an emergency he will fly how he thinks he needs to fly to survive.

Honestly, as someone whose experienced a real emergency (with a passenger on board) It was nice not having someone over my shoulder and being able to use all my resources. I pulled up my ipad and got an exact ETA of how long it would take to the closest airports and didn't have to worry about losing 100 feet when I pulled out my checklist.

Some good feedback here already. I'd like to add that my PPL journey did not go as smoothly as I imagined either. I had 0 guidance from anyone and the few flights I did leading up to my solo were based off feedback that I had good hands and feet and radio work. Little did I know that there was a PPL written I had to study for and all this knowledge I needed to acquire. I then stopped myself from flying until I wrote the exam and made a sensible plan for success. When flight test day came, I partialed. As someone who is very hard on myself, I was completly devasted and emotional. I told myself I failed in life because I always thought I would become a pilot and failure wasn't part of the game. My dad told me to stop being hysterical and re-do the failed portion. A few days later I passed and ever since then I've never failed a flight test or PPC. It can still happen to me but what I learned is that failure is normal and you should always view it as a learning opportunity. Attitude and allowing your instructors to give you the feedback necessary for positive change are things that will follow you for your entire life. If you keep defending yourself or making excuses for your failures you will create a reputation for yourself. Not sure about your age but I was 19 when I did my license so my perspective, understanding and approach on many aspects in life simply weren't there yet.

Whether this career is going to be for you or not, I would push through and at the very least complete your PPL. You are very close and it's achievable with the right mindset and attitude. Quitting so close to any achievement will be a waste of money, time and potential career.

This is really good advice, thank you for sharing your experience and perspective!

[aviran9111]

I'm sorry to be the bearer of bad news but this career isn't for you. Being academically solid is only part of the equation. Anyone can fail a ride on any given day, but to fail multiple items on multiple days suggests that you don't have the physical flying skills to be a safe pilot.

Better you find out now than putting more effort/time into something that you may very well wash out of later. It only gets harder from here.

(I am surprised that you have never seen a climbing turning stall - that's on your instructor.)

I never saw that either. Turning stall with full power - yes, but turning stall with full power and 30 degree flaps?! extremely unrealistic. There is simply no scenario where this is happening. You either take off with full power and stall or base to final turn and stall with full flaps and little to no power, but not both.
Even YouTube doesn't have any demo on that because it simply doesn't exist.

[aviran9111]

error

[aviran9111]

I'm sorry to be the bearer of bad news but this career isn't for you. Being academically solid is only part of the equation. Anyone can fail a ride on any given day, but to fail multiple items on multiple days suggests that you don't have the physical flying skills to be a safe pilot.

Better you find out now than putting more effort/time into something that you may very well wash out of later. It only gets harder from here.

(I am surprised that you have never seen a climbing turning stall - that's on your instructor.)

I never saw that either. Turning stall with full power - yes, but turning stall with full power and 30 degree flaps?! extremely unrealistic. There is simply no scenario where this is happening. You either take off with full power, turn and stall or base to final turn and stall with full flaps and little to no power, but not both.
That is not even accelerated stall (which in complex/multi engine does require gear down, but NEVER flaps down)
Even YouTube doesn't have any demo on that because it simply doesn't exist.

[digits_]

Even YouTube doesn't have any demo on that because it simply doesn't exist.

Let's table that under the 'famous last words' category

It most certainly 'exists', as an airplane can be stalled in a variety of configurations and attitudes. Every PPL holder should be able to recover from a stall in any attitude and any configuration allowed by the POH. That doesn't mean you need to memorize 6 or 12 or 84 different recovery procedures. It's really all the same. The different configurations might seem daunting and confusing when training for various checkrides, but it should all be the same. The only thing you need to do to recover from a stall is move your nose closer to the ground, which in non aerobatic flight translates to pushing on the stick. Everything else is secondary and is done to minimize altitude loss.

[rookiepilot]

I'm sorry to be the bearer of bad news but this career isn't for you. Being academically solid is only part of the equation. Anyone can fail a ride on any given day, but to fail multiple items on multiple days suggests that you don't have the physical flying skills to be a safe pilot.

Better you find out now than putting more effort/time into something that you may very well wash out of later. It only gets harder from here.

(I am surprised that you have never seen a climbing turning stall - that's on your instructor.)

I never saw that either. Turning stall with full power - yes, but turning stall with full power and 30 degree flaps?! extremely unrealistic. There is simply no scenario where this is happening. You either take off with full power, turn and stall or base to final turn and stall with full flaps and little to no power, but not both.
That is not even accelerated stall (which in complex/multi engine does require gear down, but NEVER flaps down)
Even YouTube doesn't have any demo on that because it simply doesn't exist.

I now know your real problem.

You are right. You don’t take critiquing well.

You know everything.

Don’t be this guy.

Oh. Just curious. Where did the money for your training come from?

[Tbayer2021]

I'm sorry to be the bearer of bad news but this career isn't for you. Being academically solid is only part of the equation. Anyone can fail a ride on any given day, but to fail multiple items on multiple days suggests that you don't have the physical flying skills to be a safe pilot.

Better you find out now than putting more effort/time into something that you may very well wash out of later. It only gets harder from here.

(I am surprised that you have never seen a climbing turning stall - that's on your instructor.)

I never saw that either. Turning stall with full power - yes, but turning stall with full power and 30 degree flaps?! extremely unrealistic. There is simply no scenario where this is happening. You either take off with full power, turn and stall or base to final turn and stall with full flaps and little to no power, but not both.
That is not even accelerated stall (which in complex/multi engine does require gear down, but NEVER flaps down)
Even YouTube doesn't have any demo on that because it simply doesn't exist.

I could definitely see a scenario where this could very easily happen. You're on short final with 30 degrees of flap and have to perform a last minute go-around. You add power and pitch up but forget the flaps because you're busy since tower is giving you a new heading and level off altitude. You get fixated on the heading and altitude and don't notice your speed decaying.

[aviran9111]

I'm sorry to be the bearer of bad news but this career isn't for you. Being academically solid is only part of the equation. Anyone can fail a ride on any given day, but to fail multiple items on multiple days suggests that you don't have the physical flying skills to be a safe pilot.

Better you find out now than putting more effort/time into something that you may very well wash out of later. It only gets harder from here.

(I am surprised that you have never seen a climbing turning stall - that's on your instructor.)

I never saw that either. Turning stall with full power - yes, but turning stall with full power and 30 degree flaps?! extremely unrealistic. There is simply no scenario where this is happening. You either take off with full power, turn and stall or base to final turn and stall with full flaps and little to no power, but not both.
That is not even accelerated stall (which in complex/multi engine does require gear down, but NEVER flaps down)
Even YouTube doesn't have any demo on that because it simply doesn't exist.

I now know your real problem.

You are right. You don’t take critiquing well.

You know everything.

Don’t be this guy.

Oh. Just curious. Where did the money for your training come from?

First off - take it down a notch. No one owes you a damn thing.
Secondly, it has nothing to do with knowing everything and everything to do with your needs to be right all the time. Your ego just took a hit and you can't shake it off, so you take it on others. You are what the old saying refer to as "When small men begin to cast big shadows, it means that the sun is about to set" (Chinese wisdom).
And thirdly, I don't owe you a damn thing, and as sure as hell I don't owe you explanation about my financial situation. if you are really interested in time building, I will say - go to the US. Way cheaper fuel, IAP basically everywhere AND you can time-split to only pay 50% of the actual cost and buy ownership fraction to get it EVEN lower, so by the time you pay 100 hours in Canada, you already paid nearly 300 hours in the US, if you are doing so smartly. You can also do the same with a ME airplane and get multi engine time. If you'd rather rent - it's not only cheaper there, but you are allowed to rent for days in a row, not coming back to base in-between, fly in IMC (if you are instrument rated and current) and enjoy a real time-built freedom. But as for my financial - It stops right here.

[aviran9111]

I never saw that either. Turning stall with full power - yes, but turning stall with full power and 30 degree flaps?! extremely unrealistic. There is simply no scenario where this is happening. You either take off with full power, turn and stall or base to final turn and stall with full flaps and little to no power, but not both.
That is not even accelerated stall (which in complex/multi engine does require gear down, but NEVER flaps down)
Even YouTube doesn't have any demo on that because it simply doesn't exist.

I now know your real problem.

You are right. You don’t take critiquing well.

You know everything.

Don’t be this guy.

Oh. Just curious. Where did the money for your training come from?

First off - take it down a notch. No one owes you a damn thing.
Secondly, it has nothing to do with knowing everything and everything to do with your needs to be right all the time. Your ego just took a hit and you can't shake it off, so blow your steam on others. You are what the old saying refer to as "When small men begin to cast big shadows, it means that the sun is about to set" (Chinese wisdom).
And thirdly, I don't owe you a damn thing, and as sure as hell I don't owe you explanation about my financial situation. if you are really interested in time building, I will say - go to the US. Way cheaper fuel, IAP basically everywhere AND you can time-split to only pay 50% of the actual cost and buy ownership fraction to get it EVEN lower, so by the time you pay 100 hours in Canada, you already paid nearly 300 hours in the US, if you are doing so smartly. You can also do the same with a ME airplane and get multi engine time. If you'd rather rent - it's not only cheaper there, but you are allowed to rent for days in a row, not coming back to base in-between, fly in IMC (if you are instrument rated and current) and enjoy a real time-built freedom. But as for my financial - It stops right here.

[rookiepilot]

I never saw that either. Turning stall with full power - yes, but turning stall with full power and 30 degree flaps?! extremely unrealistic. There is simply no scenario where this is happening. You either take off with full power, turn and stall or base to final turn and stall with full flaps and little to no power, but not both.
That is not even accelerated stall (which in complex/multi engine does require gear down, but NEVER flaps down)
Even YouTube doesn't have any demo on that because it simply doesn't exist.

I now know your real problem.

You are right. You don’t take critiquing well.

You know everything.

Don’t be this guy.

Oh. Just curious. Where did the money for your training come from?

First off - take it down a notch. No one owes you a damn thing.
Secondly, it has nothing to do with knowing everything and everything to do with your needs to be right all the time. Your ego just took a hit and you can't shake it off, so you take it on others. You are what the old saying refer to as "When small men begin to cast big shadows, it means that the sun is about to set" (Chinese wisdom).
And thirdly, I don't owe you a damn thing, and as sure as hell I don't owe you explanation about my financial situation. if you are really interested in time building, I will say - go to the US. Way cheaper fuel, IAP basically everywhere AND you can time-split to only pay 50% of the actual cost and buy ownership fraction to get it EVEN lower, so by the time you pay 100 hours in Canada, you already paid nearly 300 hours in the US, if you are doing so smartly. You can also do the same with a ME airplane and get multi engine time. If you'd rather rent - it's not only cheaper there, but you are allowed to rent for days in a row, not coming back to base in-between, fly in IMC (if you are instrument rated and current) and enjoy a real time-built freedom. But as for my financial - It stops right here.

Wow. Hostile

Did you talk this way to the examiners who failed you? Twice?

Good luck! (You’ll need it)

[aviran9111]

I'm sorry to be the bearer of bad news but this career isn't for you. Being academically solid is only part of the equation. Anyone can fail a ride on any given day, but to fail multiple items on multiple days suggests that you don't have the physical flying skills to be a safe pilot.

Better you find out now than putting more effort/time into something that you may very well wash out of later. It only gets harder from here.

(I am surprised that you have never seen a climbing turning stall - that's on your instructor.)

I never saw that either. Turning stall with full power - yes, but turning stall with full power and 30 degree flaps?! extremely unrealistic. There is simply no scenario where this is happening. You either take off with full power, turn and stall or base to final turn and stall with full flaps and little to no power, but not both.
That is not even accelerated stall (which in complex/multi engine does require gear down, but NEVER flaps down)
Even YouTube doesn't have any demo on that because it simply doesn't exist.

I could definitely see a scenario where this could very easily happen. You're on short final with 30 degrees of flap and have to perform a last minute go-around. You add power and pitch up but forget the flaps because you're busy since tower is giving you a new heading and level off altitude. You get fixated on the heading and altitude and don't notice your speed decaying.

That is your problem right there, and if you ever encounter a real emergency, you wouldn't be making it with this attitude. Why? AVIATE, NAVIGATE, COMMUNITE. If you are doing a GA, be the reason that it may, you must always FINISH THE GO AROUND, nothing else. Than you navigate to whatever you are told, than readback to the tower.

This scenario shouldn't even be possible. 20 degree? HARDLY, but MAYBE. 30 degree notch is automatically going up the moment you introduce full power. Those made up scenario can be even worse - lets do it under the hood, in case you go missed and it happens. There is only so much one can remember. In the military there is a saying - We don't rise to the level of our expectations, we fall to the level of our training", so why don't we focus on realism and less about "whataboutism" that are hardly a reality. Just my 2 cents

[aviran9111]

I now know your real problem.

You are right. You don’t take critiquing well.

You know everything.

Don’t be this guy.

Oh. Just curious. Where did the money for your training come from?

First off - take it down a notch. No one owes you a damn thing.
Secondly, it has nothing to do with knowing everything and everything to do with your needs to be right all the time. Your ego just took a hit and you can't shake it off, so you take it on others. You are what the old saying refer to as "When small men begin to cast big shadows, it means that the sun is about to set" (Chinese wisdom).
And thirdly, I don't owe you a damn thing, and as sure as hell I don't owe you explanation about my financial situation. if you are really interested in time building, I will say - go to the US. Way cheaper fuel, IAP basically everywhere AND you can time-split to only pay 50% of the actual cost and buy ownership fraction to get it EVEN lower, so by the time you pay 100 hours in Canada, you already paid nearly 300 hours in the US, if you are doing so smartly. You can also do the same with a ME airplane and get multi engine time. If you'd rather rent - it's not only cheaper there, but you are allowed to rent for days in a row, not coming back to base in-between, fly in IMC (if you are instrument rated and current) and enjoy a real time-built freedom. But as for my financial - It stops right here.

Wow. Hostile

Did you talk this way to the examiners who failed you? Twice?

Good luck! (You’ll need it)

You are mistaking me for the OP. I only failed once - my PPL. I passed my CPL, IR, MULTI and everything else the first time