Initial CFI with LAS FSDO?
- Thread starter mxaexm
- Start date
born2aviate
Well-Known Member
I took my CFI initial ride with the FSDO in VGT. My examiner's name was Anthony Roldin. All in all it was a pretty intense ride, good thing I was prepared. We began with FOI but but moved on after about 10 or 15 minutes and went over endorsements. He asked me to WRITE EACH ENDORSEMENT till the first solo X-country, then he asked me to point out which endorsement I would give for a few certain scenarios. If you have you'r AC-61-65E out, it shouldn't be too hard, just refer to the FARs to make sure your looking at the right one before you speak. He then had me do 2 lesson plans, one on Vmc demo and one on steep turns (which would be continued in the plane on our flight portion.) I had both lesson plans already prepared and ready to go. I didn't need to but he said it was OK for me to refer to my books if i needed to look something up real quick.
When we got done with that, I was so relieved because I knew from here on out it was pretty much just review from my private/commercial days. We spoke about stalls and how the AOA can be exceeded by the relative wind changing at slower airspeeds, not necessarily the pitch of the plane. He asked about load factor and how it changes during different fazes of flight. Weight and balance was a big one too, he wanted to know all the different ways it affects the airplane if it's forward/aft. Airspace vis./cloud clearance & equip. requirements. Trim: servo/anti servo. How a plane turns and adverse yaw. Spatial disorientation and how to overcome it. Positive, neutral, and negative static and dynamic stability and how they affect the airplane, and a few other things before we were done for the day.
I wasn't expecting it to be that short and was pleasantly surprised when he told me to be ready to fly at 11:00am the next day. It was about two and a half to three hours after the oral was started and i was done with it. He also told me that for the flight portion he wanted me to teach him steep turns and short field TO/LDG. I would also have to demonstrate drag demo, Vmc demo, in flight engine fire (i had never done one before), emergency descent, turns around a point and accelerated stall.
The next day I had everything ready before Anthony showed up (a bit late) and told me that when he says "scenario began", I was to treat him as a 2 hour multi. student. I was now "instructor" so it was my call what to do and when. I figured why not get the pattern stuff out of the way first so I started with short field TO/LDG. First TO i demonstrated fine and landed short of the thousand footers. At that point I was devastated thinking i had just busted my checkride. He asks me if that is how it was done and i didn't know what to say. I knew i was busted. He then looks at me and says "so that was a demonstration on how not to do it right?" It took me a little bit to realise he was giving me a second chance as i say'd "oh yes that is what not to do, this time i will show you how it's done." We taxi back to the runway and request another pattern, get clearance and this time he takes off. I know I'm on my last life line here so i'm looking for anything that he may be doing wrong. Downwind he fails an engine, so I take the controls and teach him how to clean up and take care of that situation. We do a normal landing and taxi back for departure to the practice area. On the way out Anthony tries pulling a few quick ones by me but I responded quickly and properly. First thing on our way out was unusual attitudes, easy. Also it is easy to forget but I was now in charge of making all the traffic calls on our way in, out and before every maneuver. I did the first set of steep turns and kept it within PTS. He did the next and lost 200 feet but kept the ASI painted on 120. I had a scan going from his eyes, (seeing where he was looking) to the instruments, to outside for traffic. When I was asked to critique his performance, I told him it was not within PTS but good job on the airspeed and keeping your eyes outside for traffic. Then I did a Vmc demo, accelerated stall and in flight engine fire. I was kind of unsure what to do for the fire, but I just followed the checklist step by step and as soon as he saw that, he stopped the scenario. He just wanted to see me pitch for 140 kias. The whole thing lasted about 5 seconds. Then we did drag demo and it seemed to go more smoothly than any one I did in my 2 training flights. After that we did an emergency descent to 1,000 AGL for turns around a point...really easy.
Now it's time to get the ATIS and head back to VGT. We call the tower 10 miles out and are told to continue inbound. The examiner advises me that I will now demonstrate the correct way to do a short field landing, except this time, there was a 50' obstacle. I felt satisfied with the way things have gone on the flight so far, so I knew that everything was riding on this last landing. Sweat on my palms against the yoke was increasing the closer we got to the airport. We approached high but i greased the landing right on the thousand footers. After exiting the runway and taxiing back to parking, Anthony looked at me, shook my hand and congratulated me on my new accomplishment. It was the best feelings in the world to pass the CFI initial.
To anyone out there studying for this ride, it's not an easy one. Study your stuff,keep the end in mind...the outcome is totally worth all the hard work.
Sincerely,
born2aviate.
When we got done with that, I was so relieved because I knew from here on out it was pretty much just review from my private/commercial days. We spoke about stalls and how the AOA can be exceeded by the relative wind changing at slower airspeeds, not necessarily the pitch of the plane. He asked about load factor and how it changes during different fazes of flight. Weight and balance was a big one too, he wanted to know all the different ways it affects the airplane if it's forward/aft. Airspace vis./cloud clearance & equip. requirements. Trim: servo/anti servo. How a plane turns and adverse yaw. Spatial disorientation and how to overcome it. Positive, neutral, and negative static and dynamic stability and how they affect the airplane, and a few other things before we were done for the day.
I wasn't expecting it to be that short and was pleasantly surprised when he told me to be ready to fly at 11:00am the next day. It was about two and a half to three hours after the oral was started and i was done with it. He also told me that for the flight portion he wanted me to teach him steep turns and short field TO/LDG. I would also have to demonstrate drag demo, Vmc demo, in flight engine fire (i had never done one before), emergency descent, turns around a point and accelerated stall.
The next day I had everything ready before Anthony showed up (a bit late) and told me that when he says "scenario began", I was to treat him as a 2 hour multi. student. I was now "instructor" so it was my call what to do and when. I figured why not get the pattern stuff out of the way first so I started with short field TO/LDG. First TO i demonstrated fine and landed short of the thousand footers. At that point I was devastated thinking i had just busted my checkride. He asks me if that is how it was done and i didn't know what to say. I knew i was busted. He then looks at me and says "so that was a demonstration on how not to do it right?" It took me a little bit to realise he was giving me a second chance as i say'd "oh yes that is what not to do, this time i will show you how it's done." We taxi back to the runway and request another pattern, get clearance and this time he takes off. I know I'm on my last life line here so i'm looking for anything that he may be doing wrong. Downwind he fails an engine, so I take the controls and teach him how to clean up and take care of that situation. We do a normal landing and taxi back for departure to the practice area. On the way out Anthony tries pulling a few quick ones by me but I responded quickly and properly. First thing on our way out was unusual attitudes, easy. Also it is easy to forget but I was now in charge of making all the traffic calls on our way in, out and before every maneuver. I did the first set of steep turns and kept it within PTS. He did the next and lost 200 feet but kept the ASI painted on 120. I had a scan going from his eyes, (seeing where he was looking) to the instruments, to outside for traffic. When I was asked to critique his performance, I told him it was not within PTS but good job on the airspeed and keeping your eyes outside for traffic. Then I did a Vmc demo, accelerated stall and in flight engine fire. I was kind of unsure what to do for the fire, but I just followed the checklist step by step and as soon as he saw that, he stopped the scenario. He just wanted to see me pitch for 140 kias. The whole thing lasted about 5 seconds. Then we did drag demo and it seemed to go more smoothly than any one I did in my 2 training flights. After that we did an emergency descent to 1,000 AGL for turns around a point...really easy.
Now it's time to get the ATIS and head back to VGT. We call the tower 10 miles out and are told to continue inbound. The examiner advises me that I will now demonstrate the correct way to do a short field landing, except this time, there was a 50' obstacle. I felt satisfied with the way things have gone on the flight so far, so I knew that everything was riding on this last landing. Sweat on my palms against the yoke was increasing the closer we got to the airport. We approached high but i greased the landing right on the thousand footers. After exiting the runway and taxiing back to parking, Anthony looked at me, shook my hand and congratulated me on my new accomplishment. It was the best feelings in the world to pass the CFI initial.
To anyone out there studying for this ride, it's not an easy one. Study your stuff,keep the end in mind...the outcome is totally worth all the hard work.
Sincerely,
born2aviate.
justind0805
Well-Known Member
Wow, GREAT write up and Congratulations! :rawk:
I am getting ready for my MEI Initial coming up pretty quick, really appreciate the insight on how yours went. It helps out alot!
Congrats again and good luck with everything:beer:
I am getting ready for my MEI Initial coming up pretty quick, really appreciate the insight on how yours went. It helps out alot!
Congrats again and good luck with everything:beer:
born2aviate
Well-Known Member
justind0805
Well-Known Member
No, I did all of my training part 61 at a school is Austin, TX. We just don't have a single-engine airplane with RG so I am doing the MEI initially in a Baron.
I sent in the 8710 and now I am just waiting for the call so we can get something scheduled. I've been studying like crazy for the past month...pretty much day and night :crazy: But overall, I think its going alright.
Did you do your training at ATP?
I sent in the 8710 and now I am just waiting for the call so we can get something scheduled. I've been studying like crazy for the past month...pretty much day and night :crazy: But overall, I think its going alright.
Did you do your training at ATP?
justind0805
Well-Known Member
Oh yeah...Also, what were the "few quick ones" he tried to pull on your when you guys were flying out to the practice area? Those kind of things are what I'm worried about. Flying the plane and demonstrating everything myself is a piece of cake, but an extremely experienced examiner that has done this a thousand times trying to pull some fast ones on me is kind of nerve-racking.
born2aviate
Well-Known Member
Yea i did my CFI with ATP, for the CFI program it's more like a crash course that you are expected to show up pretty much fully prepared for.
Here's one he tried to pull on me: On the way out to the practice area I look over to see the examiner slouching in his seat flying by instruments. I wasn't sure what he was doing but when it became obvious to me that he was waiting for me to intervene, I told him to sit up straight and look out the window as we were flying VFR. He asked me why and told me he could see the status of the plane on the instruments. I told him to look out the window and pointed out some mountains, (lots of those VGT practice area) and told him to show me where on the instruments he could see the mountains. It's things like this that they will do. They want to see you take control and act as CFI. Don't forget to always be looking for traffic and make the calls. Those are easy to forget and very "bustable" on a CFI ride.
Speaking of CFI rides im taking my CFI SE/COMM SE ride on Monday. I'll let you know how that one goes.
Here's one he tried to pull on me: On the way out to the practice area I look over to see the examiner slouching in his seat flying by instruments. I wasn't sure what he was doing but when it became obvious to me that he was waiting for me to intervene, I told him to sit up straight and look out the window as we were flying VFR. He asked me why and told me he could see the status of the plane on the instruments. I told him to look out the window and pointed out some mountains, (lots of those VGT practice area) and told him to show me where on the instruments he could see the mountains. It's things like this that they will do. They want to see you take control and act as CFI. Don't forget to always be looking for traffic and make the calls. Those are easy to forget and very "bustable" on a CFI ride.
Speaking of CFI rides im taking my CFI SE/COMM SE ride on Monday. I'll let you know how that one goes.
justind0805
Well-Known Member
Well thats not too bad, I know they are HUGE on collision avoidance, since that is one of the major emphasis areas and all. Awesome, Good luck on your SE Add-on and let me know how it goes!
born2aviate
Well-Known Member
Couldn't go today, it was raining in Riverside. Worked out well anyways because my instructor wants me to do one more training flight.
Did you get a date for your ride yet?
Did you get a date for your ride yet?
justind0805
Well-Known Member
The rain.....darn. It was great weather here in Texas today 
I wouldn't really recommend flying all the way over here for a check-ride though haha.
No I haven't heard anything back yet, its been about 2 and a half weeks now. How long did you have to wait from the time you sent in your 8710 to the call you got to schedule it? I called last week just to make sure they received everything and it was being processed, they said an inspector already had my paperwork but it wasn't "approved" yet.
Just waiting patiently and studying like crazy
I wouldn't really recommend flying all the way over here for a check-ride though haha. No I haven't heard anything back yet, its been about 2 and a half weeks now. How long did you have to wait from the time you sent in your 8710 to the call you got to schedule it? I called last week just to make sure they received everything and it was being processed, they said an inspector already had my paperwork but it wasn't "approved" yet.
Just waiting patiently and studying like crazy
born2aviate
Well-Known Member
Well, after about 2 weeks of pushing them off, I finally took the rides today. Passed them both..Did you take your ride yet?
justind0805
Well-Known Member
nope, not yet. I got a call yesterday just notifying that my application was incomplete. It was just some dumb stuff...like on the 8710 I put my height in feet instead of inches, I did not sign the back of my commercial certificate, and he said I didn't have my endorsement for the practical per 61.39 (the training in the last 60 months). But I actually DID send that in, I am going to call back and ask a couple of questions about it. The endorsement I sent in says that I have satisfied 61.39 but it doesn't actually say "in the preceding 2 calendar months". Soooo I have to get that cleared up.
In the meantime, still studying away.....let me know if you have any tips. They are greatly appreciated. Do you have a job lined up?
In the meantime, still studying away.....let me know if you have any tips. They are greatly appreciated. Do you have a job lined up?
Inverted25
Well-Known Member
Dumb stuff? Its called read the directions. You may think that overlookin something like putting feet instead of inches isnt a big deal but it is that kind of attention to detail that you need as a CFI. Also I'm confused when you say that you didnt sign the back of your commercial certificate, what are you talking about? Also the training is required in the past 60 days not 60 months. If the endorsement isnt right thats on your instructor. He should know how to properly endorse a logbook. But this whole scernio confuses me because around here when you take your CFI ride you just call the FSDO and tell them your ready and then when you actually go to take your test is when they will look over your 8710 and endorsement whatnot. I've never taken a checkride where I had send that information before hand.
justind0805
Well-Known Member
Sorry for my wording as "Dumb", I didn't mean to offend anyone here. It was just my way of informally stating my opinion about the situation. I understand the importance of being able to competently fill out an 8710 form properly myself before I should be authorized to be a CFI and exercise extreme attention to detail skills. Quite frankly, I just finished filling out the entire 8710 Form for a second time correcting my 2 character error in Block H of the form. With respect to the back of the commercial certificate there is a white box similar to the back of a credit card where you must sign to make it "Valid". Also, I am sorry for my typo about the 14 CFR 61.39(a), I meant to write "60 DAYS" Although, while we are on the subject matter the new 14 CFR 61.39(a)(6)(i) reads "Has received and logged training time within 2 calendar months preceding the month of application in preparation for the practical test" The endorsement I send in to the FAA reads as "I have given (name of applicant) the flight instruction required by 14 CFR 61.39(a), find him/her competent to pass the test and have satisfactory knowledge of the subject areas in which he/she was shown to be deficient by his/her FAA airman knowledge test report" - I was told this was not valid.
When it comes to the opinion of the "whole situation confusion", I have never taken a checkride where I have had to send in all the information ahead of time either. But at the same time, I have never taken a checkride with the FEDs. As you can imagine, they have a very strict schedule and very seldom sit around and do nothing. This is why they don't want to block off an entire day of their time for someone to come up and perform a checkride without knowing they are eligible. This is why they have implemented the system in which the applicant has to be "approved" before the practical examination can be scheduled.
Once again, sorry for the informal opinions I had on the situation. Comments like "dumb" should not be used on a forum. I guess....
When it comes to the opinion of the "whole situation confusion", I have never taken a checkride where I have had to send in all the information ahead of time either. But at the same time, I have never taken a checkride with the FEDs. As you can imagine, they have a very strict schedule and very seldom sit around and do nothing. This is why they don't want to block off an entire day of their time for someone to come up and perform a checkride without knowing they are eligible. This is why they have implemented the system in which the applicant has to be "approved" before the practical examination can be scheduled.
Once again, sorry for the informal opinions I had on the situation. Comments like "dumb" should not be used on a forum. I guess....
Inverted25
Well-Known Member
You dont have to be sorry I was just trying to clear up a few things. We are all friends here. So if it seems like me or anyone else is being hard on you its all in good nature.