CFI-I checkride this morning

Mike H

Mike H

Well-Known Member
I'll post a review when it's over.

I'll probably be drinking a bit this afternoon in any event
 
Just remember, to be current you have to only do 5 approaches in the last 6 months :rotfl:
 
LucasM said:
Just remember, to be current you have to only do 5 approaches in the last 6 months :rotfl:
Click to expand...

Actually, for an IPC, you only need to do one non-precision and one precision approach (plus the other stuff)


DPE was Bev Cameron. Oral was 2 hours including checking the paperwork. Mostly conversational, but covered the necessary items. Ground lesson was on the RNAV/GPS approach since we were flying a G1000 airplane. A few questions, I had to admit I was stumped (After she asked me about FAR Part 95- which is mentioned in the PTS,- the Examiner said she had no idea what it was either) Can you continue a GPS approach if you lose RAIM? (If you're inside the FAF,the G1000 will let you continue. Outside the FAF, you go missed)

For the flight portion, After the run-up, Bev had me give her a simulated IFR clearance northbound. I cleared us to KFNL via the Denver 5 departure with radar vectors, climb & maintain 7500, expect 8000 after 10 minutes, Denver departure on 126.1, squawk 1200. On take-off, while we were still flying runway headin, I had a chance to look down and see just where that P2V Fire tanker ran down the hill last week (didn't run off the end of the runway as reported, but down a hill off the west end of the Forest Service ramp and onto an access road that runs through airport property) After we reached 7500' (roughly 2500AGL) we did some timed climbs & descents aiming for 500FPM, and then the same thing while turning 180 degrees. Afterthat, unusual attitudes & recovery (Bev added full flaps without my noticing) After recovering from the unusual attitude, I could tell we weren't climbing or accelerating the way we normally should. Bev asked what would degrade the airplane's performance like that, ice maybe? Knowing there was no way we'd have picked up any ice on a hot day like today, it immediately clicked in my mind that flaps were extended, so I got that cleaned up and we were back to normal. Time to put on the foggles and fly the GPS approach into EIK. I programmed the flight plan & approach into the G1000 and engaged the autopilot while I got out the approach plate and briefed the approach. With the examiner's OK, I let the autopilot enter the published hold and then hand flew the inbound turn and the rest of the approach down to the MAP, flew the start of the missed approach and then called up Denver approach for the ILS back into KBJC. The landing wasn't a greaser, but it was acceptable, and it was all over with 1.9 hours on the hobbs. I passed. I'm now a CFI-I in search of a job instead of a CFI looking for a job

The only disappointment was that when we were taxiing for takeoff, there was a B-24, a P-51, and a B-17 parked on the ramp together and when we got back they were all gone. I would have liked to have gotten a closer look at them.
 
Mike H said:
The only disappointment was that when we were taxiing for takeoff, there was a B-24, a P-51, and a B-17 parked on the ramp together and when we got back they were all gone. I would have liked to have gotten a closer look at them.
Click to expand...


:banghead: moment.
 
Congrats man, I just did mine one week ago today. Feels good to have it done.

I did 2 lesson plans and then pretty much just two approaches with the other task tossed in between. One vectored LPV with the GFC700 almost exclusively, then a good ol' hand flown full VOR circle to land. Too easy in that airplane, but I guess that's the point.

Good luck on the job search.
 
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