If a runway is equipped with an ILS on each end of the same runway, whichever side is active due to the wind conditions, the opposite end ILS will not be active. Had I known this, a critical error would have been avoided on my Stage 3 check. Here's the rub... after departure on my simulated cross country flight, the examiner presented a loss of power scenario. Prior to that, he simulated a transponder failure. I simulated communication with ATC requesting the ILS 31 into KSTC. The examiner cleared me direct to the IAF. Unfortunately for me, the IAF was 3 miles away. I could barely enter the fix into my GPS in time let alone get the ATIS and brief the approach. Had I listened to the ATIS, my examiner and I would have known the ILS 31 was inactive. After a procedure turn and short flight inbound on what I thought was the localizer, we found out we had to call off the entire scenario. We moved on to an NDB approach, unusual attitudes and partial panel VOR approach...all of which tumbled after the first domino fell.
Due to my unsatisfactory performance, I went through additional review training. Those days were the most emotionally draining for me...wanting to be endorsed for the check ride and feeling so much pressure to perform. After a couple weeks, I did receive my endorsement for the check ride. Although the process was painful, the reward was great. I passed with no errors! This was by far the most challenging course I've been through.
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