Crockrocket94
Well-Known Member
I figured I would post a write up about my experiences from the checkride in case anyone wants a good little overview of what might be asked.
ORAL:
It started out fairly normal with the usualy checking of the logbooks for the correct endorsements and paperwork, we've all gone through it before so it was no big deal.
Of course with the Initial, we must go through FOI, so that is where we started.
In the FOI section we started with The Learning Process, and literally touched on everything written in the Flight Instructors handbook for that section. My best advice is to know it well, but if you don;t know it, you can always reference it. I mean, the CFI PTS says that exibits instructional knowledge and appropriate references.
I was not as knowledgeble about Transfer of Learning, so I had to rely on the book for that. Just make sure you do not skip over things, as I just overlooked this section. Even though it was clearly labled in the PTS under the FOI- Learning Process.
After that we went into Flight Instructor Char. and Responsibilites. Pretty self explanatory, as we just discussed everything. I tend to use Acronyms to remember things for the FOI, like for Professionalism, i remembered SALSASD. Just a heads up
After that we went into the technical area and talked about Visual Scanning and Collision avoidance. I rattled off the PTS and just talked about everything I knew.
Then we talked about Logbook entries and Endorsements, went through some Senerios, what does a student pilot need, etc.
We then did the manevuer breif, which he told me to do Lazy Eights, and anyone working on their CFI can probably teach that pretty well. It was interesting because he did not like the idea of having a 45 and 135 degree reference point, so he said just pick a 90 and go from there. OK.
After that we talked about Airworthiness Requirements, which took a good bit because there is alot too it. Read the PTS for more info
FLIGHT
It was a moderatly windy day, out of the north around 15 knots gusting to 19-20. Not undoable, but it had been so nice before! Cloud layer at 3500, and a few other little layers thrown about.
Initially we talked about engine starting techniques and radio and lost communication procedures including light gun signals, before starting the engine, so we spent prob 20 minutes on the ground in the hot little plane before we even turned the engine on. In addition, I talked about Engine Fire on the ground procedures and had him simulate what to do. He then critized my lack of CRM skills and said I should be doing stuff as well, IE getting the fire extiguisher and all. He really reitereated that this was a Single Pilot plane, and it didnt need two people to do what the checklist said.
We started with a short Field TO that went without a hitch (I was doing this is a Arrow) and then headed out to a practice area. On the way out we discussed emergency procedures, such as Open Door, Electrical Failure, Gear Failure.
I then did some BAI work, where I did Unusual Attitudes, so he mademe foggle up and explain the proper proceduers for Nose High CLimbs, and Nose Low Descents. Not a problem there,
After that I talked about Straight and Level flight. He got somewhat discouraged that I used the Finger method, and told me that it was "wrong". I will let you guys discuss what is right and wrong, I am just gonna say what he told me. He told me to use the horizon and the wings, paralling them, and using the trailing and leading edges to form the picture most privates have seen in their books and ground schools. Long story short he really went indepth talking about this.
The next thing we did was Stalls, and I choose a Power Off, and Cross COntrolled Stall, which went fine, and I made him perform a Cross Controlled as well. Just to make him do something.
Next we did steep turns and Lazy eights, which were fine. Just remember to always be teaching, I didnt have too much of a problem teaching, but I still can't fly for beans
After that we did and Emergency approach and landing to an uncontrolled field, which was neat and I had never really done the full thing from where we were, but it went well, talked through the whole procedure, etc.
After that it was some TO and Landings, which I had a problem with the Short Field, I was about 5-8 knots faster than I should have been which resulted in a float, but I knew it and was talking through it the whole time. I wasn't doing my best with the landings, and he really was not pleased, but I did it again and it was a little better, but not perfect. I was just not flying well.
After that, it was off to do some ground ref, which we did Turns around a Point and Eights on Pylons, obviously teaching him that wind is a big thing for TAAP, and how we should bank according to our groundspeed. Went fine, I asked if he wanted to fly it he said, nope, on to 8's on pylons.
I kinda screwed up my entry to the pylons as I was slightly further than I should have been from the pylon, so I had a pretty wide initial pylon, but the second one was right on and I figured I explained it throughly enough to make him happy.
Back to the Airport for the final soft field, which went without hitch and then I parked the plane about a foot off the line, but I doubt that I was graded on it
Anyhow, the oral was 4 hrs and the flight was 2.5.
It was such a good feeling when he said Congrats.
thanks for taking the time to read the writeup!
ORAL:
It started out fairly normal with the usualy checking of the logbooks for the correct endorsements and paperwork, we've all gone through it before so it was no big deal.
Of course with the Initial, we must go through FOI, so that is where we started.
In the FOI section we started with The Learning Process, and literally touched on everything written in the Flight Instructors handbook for that section. My best advice is to know it well, but if you don;t know it, you can always reference it. I mean, the CFI PTS says that exibits instructional knowledge and appropriate references.
I was not as knowledgeble about Transfer of Learning, so I had to rely on the book for that. Just make sure you do not skip over things, as I just overlooked this section. Even though it was clearly labled in the PTS under the FOI- Learning Process.
After that we went into Flight Instructor Char. and Responsibilites. Pretty self explanatory, as we just discussed everything. I tend to use Acronyms to remember things for the FOI, like for Professionalism, i remembered SALSASD. Just a heads up
After that we went into the technical area and talked about Visual Scanning and Collision avoidance. I rattled off the PTS and just talked about everything I knew.
Then we talked about Logbook entries and Endorsements, went through some Senerios, what does a student pilot need, etc.
We then did the manevuer breif, which he told me to do Lazy Eights, and anyone working on their CFI can probably teach that pretty well. It was interesting because he did not like the idea of having a 45 and 135 degree reference point, so he said just pick a 90 and go from there. OK.
After that we talked about Airworthiness Requirements, which took a good bit because there is alot too it. Read the PTS for more info
FLIGHT
It was a moderatly windy day, out of the north around 15 knots gusting to 19-20. Not undoable, but it had been so nice before! Cloud layer at 3500, and a few other little layers thrown about.
Initially we talked about engine starting techniques and radio and lost communication procedures including light gun signals, before starting the engine, so we spent prob 20 minutes on the ground in the hot little plane before we even turned the engine on. In addition, I talked about Engine Fire on the ground procedures and had him simulate what to do. He then critized my lack of CRM skills and said I should be doing stuff as well, IE getting the fire extiguisher and all. He really reitereated that this was a Single Pilot plane, and it didnt need two people to do what the checklist said.
We started with a short Field TO that went without a hitch (I was doing this is a Arrow) and then headed out to a practice area. On the way out we discussed emergency procedures, such as Open Door, Electrical Failure, Gear Failure.
I then did some BAI work, where I did Unusual Attitudes, so he mademe foggle up and explain the proper proceduers for Nose High CLimbs, and Nose Low Descents. Not a problem there,
After that I talked about Straight and Level flight. He got somewhat discouraged that I used the Finger method, and told me that it was "wrong". I will let you guys discuss what is right and wrong, I am just gonna say what he told me. He told me to use the horizon and the wings, paralling them, and using the trailing and leading edges to form the picture most privates have seen in their books and ground schools. Long story short he really went indepth talking about this.
The next thing we did was Stalls, and I choose a Power Off, and Cross COntrolled Stall, which went fine, and I made him perform a Cross Controlled as well. Just to make him do something.
Next we did steep turns and Lazy eights, which were fine. Just remember to always be teaching, I didnt have too much of a problem teaching, but I still can't fly for beans
After that we did and Emergency approach and landing to an uncontrolled field, which was neat and I had never really done the full thing from where we were, but it went well, talked through the whole procedure, etc.
After that it was some TO and Landings, which I had a problem with the Short Field, I was about 5-8 knots faster than I should have been which resulted in a float, but I knew it and was talking through it the whole time. I wasn't doing my best with the landings, and he really was not pleased, but I did it again and it was a little better, but not perfect. I was just not flying well.
After that, it was off to do some ground ref, which we did Turns around a Point and Eights on Pylons, obviously teaching him that wind is a big thing for TAAP, and how we should bank according to our groundspeed. Went fine, I asked if he wanted to fly it he said, nope, on to 8's on pylons.
I kinda screwed up my entry to the pylons as I was slightly further than I should have been from the pylon, so I had a pretty wide initial pylon, but the second one was right on and I figured I explained it throughly enough to make him happy.
Back to the Airport for the final soft field, which went without hitch and then I parked the plane about a foot off the line, but I doubt that I was graded on it
Anyhow, the oral was 4 hrs and the flight was 2.5.
It was such a good feeling when he said Congrats.
thanks for taking the time to read the writeup!
