Pretty close to my experience. I had my "engine failure" on what turned out
to be my last landing of the ride. I was high in the pattern and just
getting ready to turn to base when "it happened". I called a short
approach, pitched for best glide (and to slow) then told him that if I
wasn't in the pattern I'd have a landing spot in mind to head for, and try
to restart if time permitted, then called mayday on 121.5. I did some
s-turns while losing altitude, touched down longer down the runway than I
hoped but got it down. He had me stop when we taxied clear of the active
and had some questions. Why didn't you use a checklist and try to restart?
My answer was because I was in the pattern at the airport where I knew I
could make a landing (and did). My first responsibility was to fly the
airplane and get myself and passenger back on the ground, safely. He
nodded. Then he asked "Why S-turns instead of a slip?" I answered that I
was in coordinated flight with the turns in and airplane with a failed
engine and was more in control than in a slip. I then got a big grin,
handshake and "Congratulations on becoming a private pilot."

All the examiners are different but are looking for a safe pilot. If using
a checklist would compromise safety, you should be able to get away with not
using it.
--
Chris Ehlbeck, PP-ASEL
"It's a license to learn, have fun and buy really expensive hamburgers."

wrote in message
...
"Rob" wrote:
I didn't hear any complaints from the D. E.
about my using the printed checklists in this way.

When my D.E. did the engine failure in the checkride, I pitched for best
glide, pointed out where I planned to land, and began the
emergency/restart flow (that my CFI had insisted I have committed to
memory vs. having to use the checklist). He interrupted me, pushed my
hand away from the panel and said, "I don't want to hear all that sh*t
... you have more important things to do, like *fly the plane*!"
raising eyebrow!