Failed CFI-I Initial

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Okay, for some reason this doesnt seem to be common knowlege.

You dont have to get your CFI before your CFI-I or MEI. Whatever you get first is your inital.

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I knew that. It just wasn't written clearly in his initial post, so I had to guess at that.
 
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Failed my CFI-I initial. got two hours into the oral.

FOI was first, I didnt exactly "nail" that, but he said it was ok. then went to aeromedical, nailed that. then some other stuff, then systems. asked me about flaps. Im like damn, I haveent studied that stuff since commercial...got 3 of them and he had to tell me the last one, then he asked which type of flap is on the 172, I missed that..

that was the turning point, he came right out and "said well I dont care what CFI you are going for, any CFI ought to know flaps better, but i guess we will continue."
So of course, he went deeper into systems, eventually asked me what type of engine was on it, I said, Horizontally Opposed, direct drive, fuel injected, 4 cylinder, lycoming IO-360.

I figured i nailed that, but i guess he really didnt like that I didnt know what kind of flaps i had because then he starts asking questions like "what does the "I" stand for in IO-360".

Me: "uhh uhh well uhh."

Examiner: "Ok, we are done"

Me: *muffled* "damn"

Not too suprised since this particular FSDO has a really high failure rate...but then again this examiner is supposed to be easier. uhh, i dunno. He said I could retest in a week or two, but I have to fly back to ohio for school, and in 4 weeks i move to cape cod.

Just wanted to vent

banghead.gif


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Id have to agree who gives a crap. Honestly is this a pilot checkride or a mechanic checkride.You can know that the plane is fuel injected and distributed more even by fuel nozzles. In the summer it can be more difficult to start because the fuel can vaporize so you change your start procedure a bit(If I remember that correctly I may be wrong its been a couple years now since ive done this stuff). Thats all you need to know about fuel injection. Who cares about the IO-360 blah blah blah. As far as flaps go ya they are slotted and it helps the airflow next topic. I mean most of the detailed minutia is not going to help one fly the plane. Remember pilots are operators not mechanics. I think that fact gets forgotten a lot. A lot of pilots are mechanical people so they really get to know the nitty gritty of systems then expect everyone else to know this. A checkride should never turn into a game of trivial pursuit. The point of a checkride is to see if you can apply your knowledge. You need to know a bit about how each system works so you can safely OPERATE the aircraft. A lot of the trivial knowledge stuff can not even be controlled from the aircraft. Thats what really could get frustrating about flying is that some guys make it harder than it needs to be. Ive had two initial checkrides in the RJ now and both check airmen i had were great. They were very fair and just wanted you to know what you needed to know.
 
I am just wondering where can you find these kind of information? Other question, I have only flown on 152s. The engine is O-235-L2C. Can someone explain 235-L2C? My guess is 235 cubic inches displacement. What is L2C?

IMO, I agree with MikeD saying. As my college education professor said "It is really easy to fail a student. It is a difficult task not to fail your students."


adreamer
 
After looking in the POH for one of the 172s I fly, the engine is a O-320-D2J.

I now know the O is horizontally opposed, but what the heck does that mean. I assume the 320 is for the 319.8 cubic inches of displacement...is that correct??? And how about the D2J?

The Cherokee I fly is O-320-E3D.
 
Yes and yes. Not sure about the last part. Horizontally opposed is "a type of engine where the pistons lie horizontally opposed, with pairs of cylinders on the left and the right, as opposed to most modern engines where all pistons are inline, or the alternating pistons are positioned in a "V"-angle."
 
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Can someone explain 235-L2C

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The last three digits have to do with the configuration of the engine, like position of the oil pan, horsepower, etc. I'd have to look it up to be sure, but I'll leave that to you.
 
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I'd have to look it up to be sure, but I'll leave that to you

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Now, where to look it up?


adreamer
 
now, all the goof-ball stuff at the end really isn't all that important. but if you're going on a checkride you have to expect them asking what I in IO means. they just want to hear "the engine is fuel injected". just the same, if you're taking a multi-engine exam you should know what the "L" designation means. and again all they want to hear is "there are counter rotating engines, and the L designates the unconventional engine...ie: left turning.)
 
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To me, DPEs are part of the service industry. I don't expect them to be Santa Claus, but I do expect them to adhere to the PTS. Busting a student (esp a PPL student) because their radio work is shaky or they get temporarily distracted is NOT following the PTS. If the student gets distracted or fumbles with the radio to the point that it compromises the safety of the flight, that IS in line with the PTS to bust them. Where the "service industry" part comes in, if a DE is unfairly busting students, then they should either change their practices or I stop using them. No sense in the DE getting paid for doing their job poorly.

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I couldn't have said it better myself. I failed my double I ride a few minutes into the oral. The examiner asked me to find reg. He walked to the end of the hall got a cup off coffee and returned in a few minutes later. He asked if I had found the reg. When I said know he said sorry and handed me the pick slip...

Propilot don't get discouraged. Most people fail at least one checkride or PC in their career.
 
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