这篇是用英文纪录我第一次考IR失败的过程。在考试的过程中，由于小小的问题所造成的
骨牌效应，让我失去PIC该有的作为而导致失败。也让我亲身体验到由于自己的失误，极
有可能会造成飞安事故。
希望能借由我的失败经验，让有志学飞的朋友们了解飞行是一件极为严谨的事情，
currency 之外更需要 proficiency, 绝不容许任何 sloppiness or complacency。
隔了几天跟教练重飞了一次，确定这些问题都能预防或知道怎么处置之后，下一个星期重
考之后通过了IR考试。我会再花时间将两次的考试过程改写成中文，并改用说故事的方式
记叙。
I failed the flying test. And experienced the swiss cheese theory or chains
leading up to an accident first hand! One spotty equipment led to another
issue and the snowball effect caused me to become task saturated and failed
to act as PIC.
Original plan:
- Hold at ESDEF as published.
- VOR 17 T74
- RNAV approach to KEDC (wind on the day was changing so I didn't know would
it be 13 or 31)
- ILS 35L KAUS
Departing from KAUS was fine.
The PTT button was acting up when we entered the hold at ESDEF at VOR 17 T74.
I couldn't get my voice transmitted.
FAIL #1: While I was diagnosing PTT button, due to the strong tailwind >
30kts, I busted the protected region in the holding area! Went 5nm South of
ESDEF! ESDEF is a fix, NOT a NAVAID. I forgot about that and focused on the
station passage signal in the VOR receiver. What I should really do was to
check the GPS distance to the fix.
FAIL #2: I discovered my error and turned back to the North of ESDEF to
continue the exam. Due to traffic at T74, ATC assigned me to a higher
altitude (4000’) not the regular holding altitude (2500’). I didn’t use
the hold to lose altitude because ATC specifically asked me to maintain 4000
in the hold. I only started my descent while turning inbound for the
approach. Too high. +2000ft upon reaching VDP. +1800ft upon reaching MAP.
FAIL: #3: Normally Austin approach would assign you a modified missed
approach procedure before clearing you of the approach. Not the case that
day. Published missed approach procedure is to make a climbing turn and go
back to ESDEF. While making the climb, my hands are occupied and ATC gave a
lengthy sequence of instructions which includes going to a fix EFVEP, which
is the IAF of the approach into the next airport. But due to weather
conditions that day, I don’t exactly know which approach they are going to
assign me. So I didn’t really anticipate direct EFVEP. Also, EFVEP sounds so
much like ESDEF to me, as a non-native speaker. So there was quite a bit of
confusion over the radio and I couldn’t get my readback correct for 3 or 4
times. My confidence was breaking and for a couple of seconds I didn't really
know what to do. <- FAILING acting as PIC. Strike 3.
DPE took over and asked to fly back to KAUS and do the ILS.
FAIL #4: About to intercept the localizer, my iPad crashed. I tried to pull
up backup paper plates, and found out I put them along with other
paperworks/documents for the oral exam on my truck after the oral exam.
Without an IAP, I opted for a visual approach and landed at KAUS.
In the debrief, DPE and the owner of the school told me luckily it’s just a
checkride, not in actual IMC, and reviewed what I should have really done to
avoid the failures:
1) ALWAYS keep situational awareness. Stay in the protected region in the
hold and diagnose the issue.
2) ASK ATC for clearance to descend to a lower altitude. Use the hold to
adjust to a suitable altitude. The altitude must be correct crossing FAF.
3) ASK ATC for a vector in case I don't understand the instructions in the
first place. Also, plan ahead and know the approach better.
4) ASK ATC to help brief the approach in case we can't locate the plate. Not
ideal but they can help.
I choked up in the debriefing session, and cried a lot after going back home
for several hours. It took me almost 20 years to save enough, come to the US
and have the chance to earn this rating but I failed.
Failing the exam is of course not pleasant, but what’s even more sad is I
failed to act like PIC and put me and the passengers in harm’s way. Were we
in actual IMC we might have been killed.