Initial CFI-Passed
- Thread starter LostComm
- Start date
RiddlePilot
New Member
Congrats! I'll be in your shoes within a few weeks here, so don't hold back on that gouge.
mtsu_av8er
Well-Known Member
Awesome, and good job!!!!
Re: Initial CFI-Passed-details
Here's the scoop:
The oral was about 5 hours. The major thing I learned was that when the question has been answered, shut up. No small talk, no polite conversation. It only opens up additional questions.
Step one: "Are you qualified to take this test?" My CFI didn't log the ground training for the rating, although the endorsement stated ground training was provided. SO...find the CFI, he writes up some quick notes in my logbook, and back into the fray. Next we looked at my spin endorsement-"Hmm...the CFI who provided it didn't put a date on the training, but since you logged the training as dual and you've been to spin school, we'll let that go."
Step two: "Let's talk about what we have to talk about." This ought to be faily straightforward, yet was like stumbling in a dark room until I figured out what the inspector wanted. For example, the discussion of medical requirements went all over the place-the bottom line was that she wanted me to say "Get your medical early."
DIscussion followed on lift, how a plane turns, when does a wing stop flying, what's the PTS for private stalls, how long is a medical good for when you're 40, endorsements for student pilots, what limitations will I place upon a student solo or XC, teach a lesson 8s on pylons, look at these pictures of accidents/incidents and tel me what you'd do if that pilot was sent to you for remedial training (that took 2 hours alone!)
Talked about a traffic pattern as it related to laws of learning.
Discussed what "legal" weather is, irrespective if you've got a better source.
Discussed W&B, and performance of the plane. How much runway do we need?
Step three: "Is your airplane airworthy?" No sweat, I pull out the logs, show the required inspections, and in particular show the notation "All AD complied with IAW service manual." Not enough. So we go into the AD section of the log book and I describe each AD and what it's for, and when it's required from an AD list. Not enough. I explain that the plane is airworthy based on the IA's statement alone, she agrees and says that I have to show more than that, and to think about it as we preflight.
"Hmmm...there's a discrepancy from another pilot that says the flap detent is worn. Is that required equipment? IS this plane airworthy?" There's no MEL, it's not in the FAR, and not in the kinds of equiment list in the POH. "So what does this mean?" Well, it's a part of the basic airframe. "So we can't fly, right?"
I explain that this is an "information discrepancy" only. The device works, it's just worn, and the inspector counters with, "Some one has to take responsibility for any and everything on the plane. Where does it say in the FARs who can do this?" I spend a minute looking it up, and she tells me to note that IAW FAR91-213(D) I defer this work until whenever in the plane's book. I checked with a mechanic/IA later, he said yes, that's correct unless it's an information discrepancy.
Step four: Preflight. Complete and through, I'm spooked at this point and she asks a simple question that I'm positive the answer to, but decide to get my FAR out to show where to get it.
Step 5. I'm stunned that I get the engine started without busting. I do a short field takeoff at our towered airport, and the tower clears me on course as I pass through 700' AGL. I turn and she looks at me asks me what I'm doing wrong right now. We head back to the ground as this is a bust.
Step 6: I learn not to make small talk. She's writing my pink slip and I mention that I saw an aerobatic plane the other day and having flown some aerobatics, it's tough to see what's around you, and I like to stay well clear of those guys (There was a "flow" to the conversation, I didn't just pull this out of thin air)
Next thing I know I'm back in my FAR looking up aerobatic regulations and "did he need a parachute? what exactly defines aerobatics? can we do that?" I explain this as she finishes up my pink slip.
A couple of days later we go again, this time on climbout tower again clears me on course, but I climb to pattern altitude, turn 45 degrees, climb 300 feet, then on course. The inspector is pleased. Except that we're getting rocked by thermals and turbulence.
We go to do the airwork, and I'm fighting the trim the whole time. There's an overcast layer above, so I can't get too high to smooth out. Steep turns, "Hey what was your entry speed?" 100 kts. "And your exit speed?" 110 knots. I added power for the bumps and left it in since we're pointed down and climbing right now. "Hmm...I think you entered at 98 knots. That's 2 kts over PTS. Sorry."
Back home. Do an amazing gusty crosswind landing.
Can't fly with this inspector again per FSDO policy. Next guy comes out a week later, we chat, and get weathered out. He passes on some good advice from a guy who's been around a while. I teach 8s on pylons again, he asks some questions about losing an engine at low altitude. I eye him suspiciously and reply "I get the checklist out." He smiles and says, "You don't have time for that. What do you do?" I answer and tell him why it's important to do these steps.
He says "You have another 500 feet. Now what would you do?" I answer. Another 500 feet. I answer. He's happy.
We reschedule for the next day.
The weather breaks the next day, and on climbout tower clears me on course. The inspector says "I think he wants you to turn now." I explain that I've had abad experience with this manuever. He says "Yeah, I know. Let's talk about that on the ground, bt we both know that the tower wants you to turn."
We go out and run through the manuevers, no big deal, I learned a TON in the short time I flew with the second inspector, and am glad for the experience. He flew some of the manuevers as I taught them and coached through them.
We went home and he shook my hand and said "let's get you temporary, you're going to do well at this."
It was sort of painful, but I understand about NEVER letting your CFI expire.
If anybody has particular questions, feel free to post or PM me.
Lostcomm
Here's the scoop:
The oral was about 5 hours. The major thing I learned was that when the question has been answered, shut up. No small talk, no polite conversation. It only opens up additional questions.
Step one: "Are you qualified to take this test?" My CFI didn't log the ground training for the rating, although the endorsement stated ground training was provided. SO...find the CFI, he writes up some quick notes in my logbook, and back into the fray. Next we looked at my spin endorsement-"Hmm...the CFI who provided it didn't put a date on the training, but since you logged the training as dual and you've been to spin school, we'll let that go."
Step two: "Let's talk about what we have to talk about." This ought to be faily straightforward, yet was like stumbling in a dark room until I figured out what the inspector wanted. For example, the discussion of medical requirements went all over the place-the bottom line was that she wanted me to say "Get your medical early."
DIscussion followed on lift, how a plane turns, when does a wing stop flying, what's the PTS for private stalls, how long is a medical good for when you're 40, endorsements for student pilots, what limitations will I place upon a student solo or XC, teach a lesson 8s on pylons, look at these pictures of accidents/incidents and tel me what you'd do if that pilot was sent to you for remedial training (that took 2 hours alone!)
Talked about a traffic pattern as it related to laws of learning.
Discussed what "legal" weather is, irrespective if you've got a better source.
Discussed W&B, and performance of the plane. How much runway do we need?
Step three: "Is your airplane airworthy?" No sweat, I pull out the logs, show the required inspections, and in particular show the notation "All AD complied with IAW service manual." Not enough. So we go into the AD section of the log book and I describe each AD and what it's for, and when it's required from an AD list. Not enough. I explain that the plane is airworthy based on the IA's statement alone, she agrees and says that I have to show more than that, and to think about it as we preflight.
"Hmmm...there's a discrepancy from another pilot that says the flap detent is worn. Is that required equipment? IS this plane airworthy?" There's no MEL, it's not in the FAR, and not in the kinds of equiment list in the POH. "So what does this mean?" Well, it's a part of the basic airframe. "So we can't fly, right?"
I explain that this is an "information discrepancy" only. The device works, it's just worn, and the inspector counters with, "Some one has to take responsibility for any and everything on the plane. Where does it say in the FARs who can do this?" I spend a minute looking it up, and she tells me to note that IAW FAR91-213(D) I defer this work until whenever in the plane's book. I checked with a mechanic/IA later, he said yes, that's correct unless it's an information discrepancy.
Step four: Preflight. Complete and through, I'm spooked at this point and she asks a simple question that I'm positive the answer to, but decide to get my FAR out to show where to get it.
Step 5. I'm stunned that I get the engine started without busting. I do a short field takeoff at our towered airport, and the tower clears me on course as I pass through 700' AGL. I turn and she looks at me asks me what I'm doing wrong right now. We head back to the ground as this is a bust.
Step 6: I learn not to make small talk. She's writing my pink slip and I mention that I saw an aerobatic plane the other day and having flown some aerobatics, it's tough to see what's around you, and I like to stay well clear of those guys (There was a "flow" to the conversation, I didn't just pull this out of thin air)
Next thing I know I'm back in my FAR looking up aerobatic regulations and "did he need a parachute? what exactly defines aerobatics? can we do that?" I explain this as she finishes up my pink slip.
A couple of days later we go again, this time on climbout tower again clears me on course, but I climb to pattern altitude, turn 45 degrees, climb 300 feet, then on course. The inspector is pleased. Except that we're getting rocked by thermals and turbulence.
We go to do the airwork, and I'm fighting the trim the whole time. There's an overcast layer above, so I can't get too high to smooth out. Steep turns, "Hey what was your entry speed?" 100 kts. "And your exit speed?" 110 knots. I added power for the bumps and left it in since we're pointed down and climbing right now. "Hmm...I think you entered at 98 knots. That's 2 kts over PTS. Sorry."
Back home. Do an amazing gusty crosswind landing.
Can't fly with this inspector again per FSDO policy. Next guy comes out a week later, we chat, and get weathered out. He passes on some good advice from a guy who's been around a while. I teach 8s on pylons again, he asks some questions about losing an engine at low altitude. I eye him suspiciously and reply "I get the checklist out." He smiles and says, "You don't have time for that. What do you do?" I answer and tell him why it's important to do these steps.
He says "You have another 500 feet. Now what would you do?" I answer. Another 500 feet. I answer. He's happy.
We reschedule for the next day.
The weather breaks the next day, and on climbout tower clears me on course. The inspector says "I think he wants you to turn now." I explain that I've had abad experience with this manuever. He says "Yeah, I know. Let's talk about that on the ground, bt we both know that the tower wants you to turn."
We go out and run through the manuevers, no big deal, I learned a TON in the short time I flew with the second inspector, and am glad for the experience. He flew some of the manuevers as I taught them and coached through them.
We went home and he shook my hand and said "let's get you temporary, you're going to do well at this."
It was sort of painful, but I understand about NEVER letting your CFI expire.
If anybody has particular questions, feel free to post or PM me.
Lostcomm
mtsu_av8er
Well-Known Member
Re: Initial CFI-Passed-details
[ QUOTE ]
I do a short field takeoff at our towered airport, and the tower clears me on course as I pass through 700' AGL. I turn and she looks at me asks me what I'm doing wrong right now. We head back to the ground as this is a bust.
[/ QUOTE ]
Assuming that the TPA was 1000' AGL, you were doing the correct thing - within 300 feet. What was her issue??
[ QUOTE ]
I do a short field takeoff at our towered airport, and the tower clears me on course as I pass through 700' AGL. I turn and she looks at me asks me what I'm doing wrong right now. We head back to the ground as this is a bust.
[/ QUOTE ]
Assuming that the TPA was 1000' AGL, you were doing the correct thing - within 300 feet. What was her issue??
Alchemy
Well-Known Member
Re: Initial CFI-Passed-details
uhh, yeah. Exactly what did she bust you for the fist time? Sounds like you got a typical FSDO knucklehead. As far as I'm concerned "Turn on Course" or "Resume own Navigation" means I can and should turn in the direction of my destination as soon as possible.
On the steep turns....
Why would you give an exit airspeed higher than your entry airspeed? If anything, i'd say the exit speed would be lower due to the increased back pressure needed to maintain altitude during the turn, resulting in a bit of airspeed bleed off. If you add power in the turn, you should be able to maintain your airspeed. Sounds like if you had said the entry and exit would both be 100 you wouldn't have busted the steep turns. All That said, sucks to bust on 2 knots.
uhh, yeah. Exactly what did she bust you for the fist time? Sounds like you got a typical FSDO knucklehead. As far as I'm concerned "Turn on Course" or "Resume own Navigation" means I can and should turn in the direction of my destination as soon as possible.
On the steep turns....
Why would you give an exit airspeed higher than your entry airspeed? If anything, i'd say the exit speed would be lower due to the increased back pressure needed to maintain altitude during the turn, resulting in a bit of airspeed bleed off. If you add power in the turn, you should be able to maintain your airspeed. Sounds like if you had said the entry and exit would both be 100 you wouldn't have busted the steep turns. All That said, sucks to bust on 2 knots.
mtsu_av8er
Well-Known Member
Re: Initial CFI-Passed-details
[ QUOTE ]
You tell me! I have since discovered she's passed 1 (that's right, one) CFI in the last year. Oh well, it's all in the past and now onward to the Double-I!!
Lostcomm
[/ QUOTE ]
What FSDO does she work at?
[ QUOTE ]
You tell me! I have since discovered she's passed 1 (that's right, one) CFI in the last year. Oh well, it's all in the past and now onward to the Double-I!!
Lostcomm
[/ QUOTE ]
What FSDO does she work at?