mtsu_av8er
Well-Known Member
All I can say is IT'S OVER!!!!!
I got my CFI-I back in October of last year, really just to be different...
. Everyone told me that I should do it the traditional way, that I was making it more difficult, and I even had some flight instructors (read: people that didn't get my money...
) tell me that you have to have your CFI before you do your CFI-I. Oh, well...idiots....
I decided to do the checkride in Kinston, NC for a couple of reasons. First of all, the flight schools around here are rip-offs. The last of the pretty cools flight schools in Nashville closed shop last fall, and now you have some weird stuff going on.
Second of all, they just charge too much for their airplanes! They can make whatever excuses they want, but I'm not paying $135/hour for an Arrow. I don't care if it has a lav. running water and a flight attendant!! OK, if there was a flight attendant I might pay $135/hour!!! They actually have the nerve to charge that AND $32.50 for an instructor!!!! Crooked, crooked, crooked!!!!!
So, we ventured out to my old stomping ground in Kinston. Henley Aviation - that's the ticket. Arrow for $98/hour - after that, I wasn't even worried about what they charged for an instructor!!! Got checked out in this monster of an Arrow, and then Saturday, it was time to go!! My examiner was Johnny Henley, the owner of Henley Aviation.
The Oral
We started by going over the paperwork. We reviewed my logbook, 8710, certificates and identification. We proceeded to discuss endorsements. We talked about the PTS, and how important it was to not teach by them. He had me show him how to decide what's required of add-on ratings, etc.
He wanted to know what source I would use to determine which endorsements are required for practical tests (61.39, AC 61-65D, etc). We discussed solo endorsements, and the regulations surrounding these endorsements).
He wanted to know if it was legal to give a student pilot the authority to fly solo if there was no instructor in the area (yes), and what the stipulations would be (some sort of supervision). We also discussed the personalization of flight instruction, and how to decide on limitations.
We discussed stalls and spins a little bit. He wanted to know the correct spin recovery procedures for the 172, and he then asked if we were going to recover at the stall horn, initial buffet or the break (I told him that we weren't doing any silly junk, and that we would revover at the first indication as per AC61-67C). 20 knots or 120 knots, we're recovering at the horn. He couldn't argue with that, and he didn't really want to. We also talked about 100 hour inspections, and when they're required. With that, we were done with the oral!!! Total time, without the paperwork: 45 minutes.
The Ride
The examiner went to smoke while I preflighted the two aircraft. We jumped in the Arrow first, and I fired her up and we taxied to runway 23. The weather was clear, and the wind was about 210@7. We made an intersection departure from A4 (5,200' remaining) and climbed her out. He got his freebie for the day by asking me to tell him about the airspeed indicator on the airplane. He knew that I was watching for traffic, trying to explain the airspeed indicator and flying the plane. Trickery, I tell ya...
Well, I started my turn to crosswind, and he asked me why we had to use the Arrow for part of the checkride, and I answered that we needed a plane that had a constand-speed prop, flaps and retractable la....CRAP.
So, up went the gear, and I vowed that it was my last mistake!! Made the first landing a normal landing, and it wasn't too bad! Took off again, this time a short-field take-off. Tower cleared us for the option before we were off the ground, and we made left traffic. Short field landing, and we were off again!! The examiner asked the tower if we could get right-closed traffic. On the downwind, right when I was performing the GUMPS check, he chopped my throttle just about at thousand-foot markers. Made a pretty good power-off 180, and later he told me that it was funny because it looked like I reached for the gear handle 5 times on base before deciding to go ahead and extend the gear (really, I had my instructor in my head, slapping my hand everytime I tried too early...
). He told me to go again, and as I hit about 40 knots, he yelled "FIRE" and we aborted the takeoff. Taxied, shutdown and went straight to the 172. About .06 in the Arrow.
Started the 172, taxied to runway 23 at A4 and did the runup. nBy now, the wind was about 220@10, and it was getting bumpy. Oh, well....departed the airport area, and climbed to 2000'. First thing we did were some steep turns in both directions (after clearing turns, of course). Did the first turn to the left, and the second one to the right. Then he covered all of the instruments and had me do one to the right. I nailed it perfectly (better than I did with the instruments....), and I think that made the checkride go alot better.
We then did MCA (slow flight) with all of the instruments covered, and made a few turns (that's fun...if you've never done it, you should go practce it!!!). We then performed a power-off stall, and recovered.
By this point, my throat was sooo sore from talking, but I kept on going!!! We did some chandelles (3), and they weren't my best. The first one was a bit too agressive and I lost too much airspeed too soon. The second one was with no instruments, and it was cool. Third one I rolled out a bit too fast, but it was also acceptable. Then, he chopped my engine, and I did my steep spiral and emergency landing approach.
Climbed up to 800 feet and did some eights-on-pylons, then climbed to 2000 and did some lazy eights. After that, we headed to the airport and he had me critique some steep turns and chandelles while he performed them. Normal landing, and that was it!!
There it is Boys and Gals!!!
I got my CFI-I back in October of last year, really just to be different...
I decided to do the checkride in Kinston, NC for a couple of reasons. First of all, the flight schools around here are rip-offs. The last of the pretty cools flight schools in Nashville closed shop last fall, and now you have some weird stuff going on.
Second of all, they just charge too much for their airplanes! They can make whatever excuses they want, but I'm not paying $135/hour for an Arrow. I don't care if it has a lav. running water and a flight attendant!! OK, if there was a flight attendant I might pay $135/hour!!! They actually have the nerve to charge that AND $32.50 for an instructor!!!! Crooked, crooked, crooked!!!!!
So, we ventured out to my old stomping ground in Kinston. Henley Aviation - that's the ticket. Arrow for $98/hour - after that, I wasn't even worried about what they charged for an instructor!!! Got checked out in this monster of an Arrow, and then Saturday, it was time to go!! My examiner was Johnny Henley, the owner of Henley Aviation.
The Oral
We started by going over the paperwork. We reviewed my logbook, 8710, certificates and identification. We proceeded to discuss endorsements. We talked about the PTS, and how important it was to not teach by them. He had me show him how to decide what's required of add-on ratings, etc.
He wanted to know what source I would use to determine which endorsements are required for practical tests (61.39, AC 61-65D, etc). We discussed solo endorsements, and the regulations surrounding these endorsements).
He wanted to know if it was legal to give a student pilot the authority to fly solo if there was no instructor in the area (yes), and what the stipulations would be (some sort of supervision). We also discussed the personalization of flight instruction, and how to decide on limitations.
We discussed stalls and spins a little bit. He wanted to know the correct spin recovery procedures for the 172, and he then asked if we were going to recover at the stall horn, initial buffet or the break (I told him that we weren't doing any silly junk, and that we would revover at the first indication as per AC61-67C). 20 knots or 120 knots, we're recovering at the horn. He couldn't argue with that, and he didn't really want to. We also talked about 100 hour inspections, and when they're required. With that, we were done with the oral!!! Total time, without the paperwork: 45 minutes.
The Ride
The examiner went to smoke while I preflighted the two aircraft. We jumped in the Arrow first, and I fired her up and we taxied to runway 23. The weather was clear, and the wind was about 210@7. We made an intersection departure from A4 (5,200' remaining) and climbed her out. He got his freebie for the day by asking me to tell him about the airspeed indicator on the airplane. He knew that I was watching for traffic, trying to explain the airspeed indicator and flying the plane. Trickery, I tell ya...
Well, I started my turn to crosswind, and he asked me why we had to use the Arrow for part of the checkride, and I answered that we needed a plane that had a constand-speed prop, flaps and retractable la....CRAP.
So, up went the gear, and I vowed that it was my last mistake!! Made the first landing a normal landing, and it wasn't too bad! Took off again, this time a short-field take-off. Tower cleared us for the option before we were off the ground, and we made left traffic. Short field landing, and we were off again!! The examiner asked the tower if we could get right-closed traffic. On the downwind, right when I was performing the GUMPS check, he chopped my throttle just about at thousand-foot markers. Made a pretty good power-off 180, and later he told me that it was funny because it looked like I reached for the gear handle 5 times on base before deciding to go ahead and extend the gear (really, I had my instructor in my head, slapping my hand everytime I tried too early...
Started the 172, taxied to runway 23 at A4 and did the runup. nBy now, the wind was about 220@10, and it was getting bumpy. Oh, well....departed the airport area, and climbed to 2000'. First thing we did were some steep turns in both directions (after clearing turns, of course). Did the first turn to the left, and the second one to the right. Then he covered all of the instruments and had me do one to the right. I nailed it perfectly (better than I did with the instruments....), and I think that made the checkride go alot better.
We then did MCA (slow flight) with all of the instruments covered, and made a few turns (that's fun...if you've never done it, you should go practce it!!!). We then performed a power-off stall, and recovered.
By this point, my throat was sooo sore from talking, but I kept on going!!! We did some chandelles (3), and they weren't my best. The first one was a bit too agressive and I lost too much airspeed too soon. The second one was with no instruments, and it was cool. Third one I rolled out a bit too fast, but it was also acceptable. Then, he chopped my engine, and I did my steep spiral and emergency landing approach.
Climbed up to 800 feet and did some eights-on-pylons, then climbed to 2000 and did some lazy eights. After that, we headed to the airport and he had me critique some steep turns and chandelles while he performed them. Normal landing, and that was it!!
There it is Boys and Gals!!!
