Narrative:

This occurred during the final portion of my commercial multi-engine land checkride. I was flying the seminole back to home base after maneuvers and shooting approaches at a [different airport]; while the examiner handled radio communications. When inbound from the northwest at 2;500 MSL; tower cleared us for a right traffic; visual approach to runway 21. After about a minute tower told us to make a three mile final to the runway to provide clearance for traffic ahead including a helicopter.from my recollection; it was at this time the examiner requested a touch-and-go. The tower responded unable and that we would have to do a full stop taxi back. After a moment of thought he confirmed with me that a full stop taxi back is what we would have to do. In my mind; I figured that the only reason he would be requesting a touch-and-go at this point would probably be to perform a rejected takeoff with an engine failure procedure; because this was the only maneuver not yet completed.shortly after performing the normal landing and touching down; the examiner told me to 'slow it down just a bit' and 'let it roll.' as I gradually pressed the brakes he said 'well; slow it down more than that'; so I braked further. After slowing to roughly 20 knots; I was told to go full throttle. A few seconds after doing so he pulled my right throttle. At this point I incorrectly braked first before pulling the left throttle a moment later; causing the plane to jerk to the right. My left tennis shoe had then become caught between the left brake and the 'lip' of the lower instrument panel; stuck in a position that only provided a fine amount of brake while I tried to pull it free. This coupled with the right engine inoperative made matters worse as we immediately veered right off of centerline. I quickly exclaimed 'I don't have it' as this happened; and my only response was to brake with the one foot that was still able to; and try to force my left heel into the left rudder. In a matter of seconds we had swerved right; I exclaimed again that I don't have it and that my foot was stuck; the examiner pulled one of the mixture levers; but by that point we had and gone into the rocks; and struck a taxiway light off of the runway exit corner. We shut down the plane; exited; and the examiner immediately called to report the incident; and emergency responders arrived to assist and tow the plane back to the ramp. Luckily the plane and the crew were unharmed.it was my hurried response to the situation of braking before closing the throttle that caused the accident. I was focused on stopping the plane as quickly as possible rather than taking my time to first maintain centerline; and perform the appropriate procedure. There was certainly some failures in communication that occurred between the examiner and I prior to practicing the procedure; given that moments before; I was under the impression from the tower that I was to be conducting a full stop taxi back first. This was likely done in order to end the checkride sooner; since it had gotten off to a late start; and was running over into another student's scheduled time. The examiner failed to brief me on what we were doing; and to recover in time from my mistake.

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Original NASA ASRS Text

Title: PA44 pilot with a DPE aboard for a commercial checkride; reported losing control during a simulated engine failure after landing and expecting to taxi back. His left tennis shoe had become caught between the left brake and the lower instrument panel resulting in a runway excursion.

Narrative: This occurred during the final portion of my commercial multi-engine land checkride. I was flying the Seminole back to home base after maneuvers and shooting approaches at a [different airport]; while the examiner handled radio communications. When inbound from the northwest at 2;500 MSL; Tower cleared us for a right traffic; visual approach to Runway 21. After about a minute Tower told us to make a three mile final to the runway to provide clearance for traffic ahead including a helicopter.From my recollection; it was at this time the examiner requested a touch-and-go. The Tower responded unable and that we would have to do a full stop taxi back. After a moment of thought he confirmed with me that a full stop taxi back is what we would have to do. In my mind; I figured that the only reason he would be requesting a touch-and-go at this point would probably be to perform a rejected takeoff with an engine failure procedure; because this was the only maneuver not yet completed.Shortly after performing the normal landing and touching down; the examiner told me to 'slow it down just a bit' and 'let it roll.' As I gradually pressed the brakes he said 'well; slow it down more than that'; so I braked further. After slowing to roughly 20 knots; I was told to go full throttle. A few seconds after doing so he pulled my right throttle. At this point I incorrectly braked first before pulling the left throttle a moment later; causing the plane to jerk to the right. My left tennis shoe had then become caught between the left brake and the 'lip' of the lower instrument panel; stuck in a position that only provided a fine amount of brake while I tried to pull it free. This coupled with the right engine inoperative made matters worse as we immediately veered right off of centerline. I quickly exclaimed 'I don't have it' as this happened; and my only response was to brake with the one foot that was still able to; and try to force my left heel into the left rudder. In a matter of seconds we had swerved right; I exclaimed again that I don't have it and that my foot was stuck; the Examiner pulled one of the mixture levers; but by that point we had and gone into the rocks; and struck a taxiway light off of the runway exit corner. We shut down the plane; exited; and the examiner immediately called to report the incident; and emergency responders arrived to assist and tow the plane back to the ramp. Luckily the plane and the crew were unharmed.It was my hurried response to the situation of braking before closing the throttle that caused the accident. I was focused on stopping the plane as quickly as possible rather than taking my time to first maintain centerline; and perform the appropriate procedure. There was certainly some failures in communication that occurred between the examiner and I prior to practicing the procedure; given that moments before; I was under the impression from the Tower that I was to be conducting a full stop taxi back first. This was likely done in order to end the checkride sooner; since it had gotten off to a late start; and was running over into another student's scheduled time. The examiner failed to brief me on what we were doing; and to recover in time from my mistake.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.