PhotoPilot
New Member
After two and a half weeks of the most intense studying of my life, I took and passed my CFI checkride yesterday. Hearing the whisperings and gossip about the CFI ride being exponentially harder than any of the others, I went into it with frazzled nerves and butterflies in my stomach. I came out very relieved and quite happy!
The exam started right on time and began with a look at my paperwork, application, logbook, endorsements, etc. We then moved right into the FOIs and flight instructor characterisitics and responibilities. As part of my preparation, I had gone through sections I, II, and III in the PTS and made notes in the margins to help jog my memory and organize my thoughts. I also noted the pages and references where the various task answers could be found. That not only helped me learn the items, but it quickly and easily helped me arrange my thoughts from the first task to the last. At no point did I need more than a minute or two to prepare my presentations.
The flight instructor characteristics and responsibilities was quick and easy, as it's required and I was well prepared. I then had to discuss Task G: Planning an Instructional Activity. Again, thanks to the preparation and margin notes, it was a quick and simple presentation. As in all of the tasks of the day, I made a significant effort to progress from simple to complex and known to unknown. Before addressing aspects of the tasks, I defined and related the terms and concepts that were relevant. For instance, on this task, point 1 is developing objectives and standards for a course of training. First, I discussed what exactly objectives and standards were. Then, I talked about what a course of training was and how it related to flight training. The relevant sections of the FARs were brought into the picture as being our 'sub-objective' guide and the PTS as the standard to which the objectives had to be performed. My DE seemed more than happy with that approach after the first task and I continued to use it throughout the day.
Next I presented Tasks L (required) and J from Section II ('Logbook entries and certificate endorsements' and 'National Airspace System'). Both went smoothly and without a problem. I followed the PTS outlines for all tasks except the National Airspace System. For that one, I covered all of the points listed, but in a different order. I felt that there was a better way to present the information in a simple to complex pattern and did so accordingly. I also pulled from text books and other visual aids when describing the airspace. I figured that there was no point in drawing my own icky little pictures when someone else had already spent lots of time and money arranging expensive, full color graphics! In Section III, I approached Task E (Airworthiness Requirements) in the same way, going from simple to complex and pulling from texts, the FARs, and the notes in my PTS.
The Pre-flight Maneuver briefing was on Emergency Approaches and Landings and was about 12 minutes long. I hit the important points and it was over pretty quickly.
The oral was very successful and I don't think it could have gone much better. Other than a brief hang up in the certs and endorsement task (he asked me a question, I answered but lost my train of thought, and then had to start a small section over to get the 'flow' back), everything was smooth and pretty succinct.
We broke for lunch after the three hour oral and came back together at 1pm for the non-complex flight. I had to demonstrate:
Engine Starting
Traffic Patterns
Short-field Takeoffs and Max Performance Climbs
Soft-field Takeoffs and Climbs
Slip to a Landing
Soft-field Approach and Landing
Level Turns
Steep Spirals
Chandelles
S-Turns Across a Road
Eights on Pylons
Power Off Stalls
Secondary Stalls
Instrument Reference Turns to Headings
Simulated Emergency Approaches and Landings
Postflight Proceedures
For each task, I asked that he tell me what level pilot he was representing and what had been previously covered in lessons. That allowed me to tailor the presentation to his knowledge level. All of the maneuvers were done well in one shot with the exception of the eights on pylons. The wind was shifty at about 6 knots and, though the first pylon was right on, the wind changed about 90 degrees on the second. I was anticipating a slight descent as I came around to the 'upwind,' but was off by a bit thanks to the shift in wind direction. Though I could have saved it, I aborted and started over. The second was well within the commercial PTS and my instructional narration was satisfactory. I had both flown and couch flown all of the maneuvers a number of times and felt quite prepared to teach them all.
We landed and immediately went up in the Arrow for the complex portion. That consisted of an introduction to the complex aircraft, normal takeoff, gear malfunctions, pattern work, go-arounds, and normal landings. Quick and easy!
Test over, CFI in hand, and a very positive review from the DE. I was really stressing and probably over prepared, but at least I left thinking 'Geez! That was a lot better than I thought it would be!' rather than the opposite! I am very happy that I prepared as thoughly as I did and would do it all exactly the same way if I had the chance.
As a side note, when we were coming back into the class C in the PA-38, I established radio contact and turned toward the surface area. The DE said, "Aren't we going to wait for radar contact." "Nope. I'm trying to save time and all we need is the radio contact." He then agreed that I was legal, but suggested that it wasn't worth the few seconds saved in case the transponder wasn't working. I said that was valid and I would consider it in the future. I kid you not, about 30 seconds later ATC says, "Tomahawk 52T, are you squawking 0453?" I said I was but they still weren't picking me up. I recycled the Transponder, but they STILL weren't getting the transmission. They had me make position reports on the way in and suggested that, as the DE had said, I wait for radar contact in the future even though it wasn't required. All was well and the DE's point was well taken!
So, we head up in the Arrow. On the way back in I made radio contact and was told to make left traffic for 29L by a different controller . . . but they didn't call out radar contact. As we approached the class C, I made a right 360 while waiting for radar confirmation. "Arrow 27V, are you currently westbound?" I said I was and he asked why. I told him I wanted to confirm radar contact before entering the Charlie and was on the outbound side of a 360. He proceeded to ask if I was a student.
No . . . I'm a CFI on my checkride!
He then chided me, saying that I should know the rules for class C entry require only radio contact and I had screwed up his traffic spacing! I looked over at the DE with a "what the hell?!" look and he shrugged. His words of wisdom? "Screwed if you do, screwed if you don't!"
After making best forward speed to the airport for spacing, I made a nice landing and we called it a day . . .
The exam started right on time and began with a look at my paperwork, application, logbook, endorsements, etc. We then moved right into the FOIs and flight instructor characterisitics and responibilities. As part of my preparation, I had gone through sections I, II, and III in the PTS and made notes in the margins to help jog my memory and organize my thoughts. I also noted the pages and references where the various task answers could be found. That not only helped me learn the items, but it quickly and easily helped me arrange my thoughts from the first task to the last. At no point did I need more than a minute or two to prepare my presentations.
The flight instructor characteristics and responsibilities was quick and easy, as it's required and I was well prepared. I then had to discuss Task G: Planning an Instructional Activity. Again, thanks to the preparation and margin notes, it was a quick and simple presentation. As in all of the tasks of the day, I made a significant effort to progress from simple to complex and known to unknown. Before addressing aspects of the tasks, I defined and related the terms and concepts that were relevant. For instance, on this task, point 1 is developing objectives and standards for a course of training. First, I discussed what exactly objectives and standards were. Then, I talked about what a course of training was and how it related to flight training. The relevant sections of the FARs were brought into the picture as being our 'sub-objective' guide and the PTS as the standard to which the objectives had to be performed. My DE seemed more than happy with that approach after the first task and I continued to use it throughout the day.
Next I presented Tasks L (required) and J from Section II ('Logbook entries and certificate endorsements' and 'National Airspace System'). Both went smoothly and without a problem. I followed the PTS outlines for all tasks except the National Airspace System. For that one, I covered all of the points listed, but in a different order. I felt that there was a better way to present the information in a simple to complex pattern and did so accordingly. I also pulled from text books and other visual aids when describing the airspace. I figured that there was no point in drawing my own icky little pictures when someone else had already spent lots of time and money arranging expensive, full color graphics! In Section III, I approached Task E (Airworthiness Requirements) in the same way, going from simple to complex and pulling from texts, the FARs, and the notes in my PTS.
The Pre-flight Maneuver briefing was on Emergency Approaches and Landings and was about 12 minutes long. I hit the important points and it was over pretty quickly.
The oral was very successful and I don't think it could have gone much better. Other than a brief hang up in the certs and endorsement task (he asked me a question, I answered but lost my train of thought, and then had to start a small section over to get the 'flow' back), everything was smooth and pretty succinct.
We broke for lunch after the three hour oral and came back together at 1pm for the non-complex flight. I had to demonstrate:
Engine Starting
Traffic Patterns
Short-field Takeoffs and Max Performance Climbs
Soft-field Takeoffs and Climbs
Slip to a Landing
Soft-field Approach and Landing
Level Turns
Steep Spirals
Chandelles
S-Turns Across a Road
Eights on Pylons
Power Off Stalls
Secondary Stalls
Instrument Reference Turns to Headings
Simulated Emergency Approaches and Landings
Postflight Proceedures
For each task, I asked that he tell me what level pilot he was representing and what had been previously covered in lessons. That allowed me to tailor the presentation to his knowledge level. All of the maneuvers were done well in one shot with the exception of the eights on pylons. The wind was shifty at about 6 knots and, though the first pylon was right on, the wind changed about 90 degrees on the second. I was anticipating a slight descent as I came around to the 'upwind,' but was off by a bit thanks to the shift in wind direction. Though I could have saved it, I aborted and started over. The second was well within the commercial PTS and my instructional narration was satisfactory. I had both flown and couch flown all of the maneuvers a number of times and felt quite prepared to teach them all.
We landed and immediately went up in the Arrow for the complex portion. That consisted of an introduction to the complex aircraft, normal takeoff, gear malfunctions, pattern work, go-arounds, and normal landings. Quick and easy!
Test over, CFI in hand, and a very positive review from the DE. I was really stressing and probably over prepared, but at least I left thinking 'Geez! That was a lot better than I thought it would be!' rather than the opposite! I am very happy that I prepared as thoughly as I did and would do it all exactly the same way if I had the chance.
As a side note, when we were coming back into the class C in the PA-38, I established radio contact and turned toward the surface area. The DE said, "Aren't we going to wait for radar contact." "Nope. I'm trying to save time and all we need is the radio contact." He then agreed that I was legal, but suggested that it wasn't worth the few seconds saved in case the transponder wasn't working. I said that was valid and I would consider it in the future. I kid you not, about 30 seconds later ATC says, "Tomahawk 52T, are you squawking 0453?" I said I was but they still weren't picking me up. I recycled the Transponder, but they STILL weren't getting the transmission. They had me make position reports on the way in and suggested that, as the DE had said, I wait for radar contact in the future even though it wasn't required. All was well and the DE's point was well taken!
So, we head up in the Arrow. On the way back in I made radio contact and was told to make left traffic for 29L by a different controller . . . but they didn't call out radar contact. As we approached the class C, I made a right 360 while waiting for radar confirmation. "Arrow 27V, are you currently westbound?" I said I was and he asked why. I told him I wanted to confirm radar contact before entering the Charlie and was on the outbound side of a 360. He proceeded to ask if I was a student.
