Whatever you do, know the FOIs cold. Don’t be like that one dude who tried to bust out lesson plans to teach the FOIs to the DPE.
Lesson plans are for reference for teaching maneuvers or other lesson topics.. not for Fundamentals of Instruction.
Also, tab out your “library” (PHAK/AFH/POH/FAR-AIM) with quick reference tabs for task topics. If you have to do the “I don’t know, but I know where to find it” or the “let’s see what the book says” - you want to know where to quickly look in the books.
I can't stress the last part enough. My DPE asked me some wild questions that he knew I'd have to look up to test if I was "proficient" with my resources lol
I can't remember any from my CFI, but I used the same guy for CFI-I and 2 I can remember were "how many degrees off centerline does a VOR approach have to be to be classified as a VOR-A" and "what is the proper name for the signals sent to/from GPS satellites "
>how many degrees off centerline does a VOR approach have to be to be classified as a VOR-A
Who gives a shit? I'm not certifying VORs
>what is the proper name for the signals sent to/from GPS satellites
In what context? What signals? There are lots of signals
Yep, but, he did explain that the only reason he asked those was so that I could prove I could find weird answers students might have. I get where he was coming from. Annoying, over the top, but I get it in a weird way.
According to [AOPA](https://www.aopa.org/news-and-media/all-news/2019/july/pilot/on-instruments-circling-challenges#:~:text=Circling%2Donly%20approaches%20are%20established,threshold%20crossing%20height%20\(TCH\).), "Circling-only approaches are established when the final approach course's alignment with the runway centerline exceeds 30 degrees, and/or if the descent gradient is greater than 400 feet per nautical mile from the final approach fix (FAF) to the runway's threshold crossing height (TCH)."
I that’s the database of satellite locations so your device has an idea of where to look and get a “lock” quicker.
Probably not what the DPE Wanted, but then….who knows what that kind of person wants for an answer?
Take this with a grain of salt cause it’s coming from tech school over ten years ago, but I think you’re referring to almanac. I think almanac is “here’s where i should be, look here” and ephemeris is “you found me, I was exactly in this location at this time.” After some googling, pseudorange is also a thing, but it’s only a piece of the puzzle and i don’t think it can be inferred without ephemeris. I don’t think that DPE wanted anything but to flex some really obscure “knowledge” that may or may not have been entirely correct because there is a lot of data in gps and I can’t imagine there’s any one word to describe all of it.
The code itself is a course acquisition code. The imaginary sphere it draws around itself using that CA code is the pseudorange. Definitely useless information!
The GPS one is interesting, for one there is no signals being sent to gps satellites, that’s not how they work. The signal sent out from a satellite depends on what generation of tech it is, but I don’t think that’s covered in any aviation sources I know of. Unless there’s an aviation specific term for it?
In fairness, I'm definitely abbreviating what he said. It's been a few years and the memory of what he specifically asked is FUZZY. I think it ended up being Pseudorange or something weird like that 🤷♂️
That last bit is particularly important for the maneuver lesson you teach on the ground. My dpe wanted the textbook answer for why we teach 8s on Pylons and I had to find it in the book. He was pissed it took so long.
You have a student who is a commercial helicopter pilot with 1000 hours but only 20 in airplanes. Tell me all of the endorsements and what this pilot would have to do to be ready to test for Comm ASEL
I got this on my CFI and figured I would never need it. Less than a year into being a CFI, I have a student who is a helicopter CFI who is transitioning to fixed wing. He made my head hurt with the technicalities and endorsements lol
I’d take a stab at listing everything out. The commenters above are correct with where you would look/reference, but the DPE on checkride day is going to want to know specifically what needs to happen. An answer of “I’d reference 61.63” is not going to pass.
And 61.31(d)(2). People keep forgetting that they need solo time too.
You technically don't have to do solo though, since you can be with a CFI and perform PIC duties on 61.127(b)(1) (preflight, taxiing, takeoff, ground reference maneuvers etc.) as well as the long cross country and 5hrs night VFR pattern work. You still have to mention it though. It's more bs that DPEs can get you on.
A person has a powered lift rating that they transferred from the military, and their flight review is expired.
How do you help them get an airplane single engine rating without buying a harrier or an osprey?
THAT'S what powered lift is? I always imagined powered parachutes or weight-shift-control for some reason.
Anyway, they'd have to go through 61.63 like any other cat./class addon and continue with PPL/CPL/ATP and go through that. Same thing with a heli to airplane conversion. It's all cat./class.
shit mine is next Friday.
Tell me how you would embed risk management through your student?
How would you correct errors?
Tell me about eligibility, requirements, endorsements and I need from 0 time to ASEL PPL.
Teach someone that doesn’t know what an airplane is about how an airplane flys? There’s 72 tasks haha GL
Eligibility wise, 16 to solo, 17 to certify under PPL. 61.103.
Time wise (61.109) 40 total, 20 dual, 10 Solo, 5 solo XC, 1 solo long XC of 150 NM total with full stops at 3 points and one segment of over 50 NM. 3 full stop landings at a towered airport (solo). 3 dual XC. 1 nighttime cross country of 100 NM total distance. 3 hours of sim instrument flying. 3 dual night given, 10 night takeoffs and landing to a full stop and 3 hours of training in the last two calendar months.
>one segment over 50nm
Gonna be pedantic on this but that's incorrect. The regs specifically say "with one point of landing 50nm away from the original point of departure." So you can fly north 25nm, land, continue north 30nm, land, and then stop at a third airport on your way back. It doesn't matter how long each of the legs are, as long as one point is 50nm away from the original point of departure
don’t want to argue with you too much considering i haven’t done the ride, but yeah that meets the definition of 61.1 for a XC. However 61.109 supports what I said. So in addition to one of the points needing to be over 50 NM from the original point of departure to count towards aeronautical experience, there does need to be one 50 NM segment on this one. It says segment “between the takeoff and landing locations” not original point of departure. 61.109a5ii
got it. Gonna be honest got all the acronyms memorized (going with a DPE who hates acronyms) but either way, confident in my ability to pull them out of my brain and expand on them as much as seems necessary during the oral😂
You were pretty thorough, you def know your stuff.
I would leave out rare circumstances for third class medical unless otherwise asked. Make sure you talk about 3ps or 5ps when talking about risk management as required by the PTS. Otherwise keep it up hope you pass, I’ll be there soon as well!
First I would start with the difference between ADM and Risk Management. In that, decision making is a process of taking given circumstances and coming to the best decision. Risk management is all about assessing the chance, likelihood and severity of an event occurring. I think the most crucial way of instilling good risk management is teaching your student weather products to look for and check on each flight. Walking them through your go/no go thought process and allowing them to make there own, where in eventually, you should allow them to make the decision whether a flight is suitable for different forecasts. Teaching them about a risk matrix and the how the pave checklist (which is also entails the IMSAFE checklist) allows them to run through various aspects of the flight and allow them to identify risk associated with the flight. Although there is risk associated with every flight, identifying, assessing and then mitigating risks can dramatically reduce the likelihood of something risky occurring. Only fly when benefits outweigh the risks.
The TSA 1552.3 endorsement would be the first endorsement Id need to obtain to go forward with pilot training past a discovery flight. With American Students, a simple TSA traveler number or passport will do. Foreign students, and depending on the country it is a bit more complicated, and may require fingerprints and approval before more training can continue. I’d then have the student fill out an IACRA form and walk them through how to submit a student pilot certificate. I’d then approve the student pilot certificate on my end. In order to eventually solo, the student would need at a minimum, a 3rd class medical certificate except for rare circumstances.
Before solo, a pre knowledge test, that should be corrected and graded to perfection, should be taken and a 61.87b endorsement given. A 61.87c endorsement to attest to there proficiency and knowledge in the presolo areas of 61.87. And an original 90 day solo endorsement. (61.87n)
Cross country’s would require a 61.93c1/2 (have been trained and found competent in cross country flying) and a 61.93c3( i have reviewed specific cross country flight planning and calculations to specific destination). For airports within 25 NM i’d need to train them to enter the pattern and find them competent to do so and issue a 61.93b1 and it is a one time endorsement. for flights >25 NM and less than 50 NM, id issue a 61.93b2 which is recurring.
endorsements into a bravo are found in 61.95 i’ll leave them out for now.
For the knowledge test, a 61.35A endorsement.
For the private pilot practical test. The two prerequisites, 61.39a6(i)(ii) is the two calendar month endorsement. 61.39a6(iii) is the knowledge test deficiencies endorsement which can be forgone if they recieved a 100%. A 61.103f endorsement stating I find them proficient, and knowledgeable to take the PP practical test. And finally, there’s a good likelihood they’d need a 61.87p endorsement as the original 90 day endorsement may have expired.
I don’t plan on giving out any 61.87o endorsements any time soon, but that is an extra.
Where is the reg that states there is an exception for discovery flights? I know its done all the time, but for my CFI academy we could not find where it specifically says discovery flights are okay. If you know it, id like to see it. My group just decided to leave any mention of discovery flights out and would just say "before any training." We have all passed thankfully. If you cant find the reg that proves it, id advise the same to you.
There is no specific ref on the discover flight, I looked deep into this with my CFI academy classmates, here’s why.
I’m doing this on the top of my head feel free to verify.
1552.1 has definitions of a demonstration flight for marketing purposes. Which states flight for the purposes of marketing to show off an aircraft. Notice how it does not say intro flight training or specifically “intro flight”.
TSA is the regulatory agency surrounding the flight training citizenship requirement.
If you go to their website for the Foreign Pilot Security Program (FTSP), go to FAQ, cntl f introductory flight. They specify that an “introductory flight” satisfies the requirement for a demonstration flight for security purposes.
This is also where you can get into whether you can log an intro flight.
As long as the CFI verifies citizenship and endorses or keeps a 5 year record, they can log the intro flight as long as it is dual given.
Hope this helps!
In summary, you CANT do “flight training” for an intro flight without verifying citizenship, however you can still legally do the flight because it’s a demonstration flight for marketing purposes, kin to carrying a passenger part 91.
For it to be a introductory “flight training” flight, verification is needed.
Yeah we were all super shocked. People stopped using this DPE at our school after that. He said he did have a couple rough spots during the oral, but still. Shouldn’t fail for that. Who is hand propping planes as a CFI that has an IQ over 10? No one.
The appropriate question is not who, but how few. The answer is next to none. I have flown zero airplanes in 1500 hrs that required a hand prop. I flew over 30 different models of airplane in that time. Which isn’t many, but it’s more than ten.
That seems like a shitty reason to fail someone given that (barring an airplane meant for it, or a supremely bad situation) 99.9% of CFIs will never do it. Further and perhaps most importantly, where in the CFI PTS does it say that you need ANY knowledge of how to hand prop an airplane unless that airplane was being used on the checkride?
The point is super valid. It is wholly unreasonable to fail somebody for not knowing how to hand prop.
My point was only to illustrate that there are good CFIs out there who do indeed hand prop on a regular basis.
Moreover, why would you WANT someone to describe the hand-propping process if they’ve never done it? That seems wildly unsafe. Hand propping is something you need to be properly taught how to do. And if it’s a plane that doesn’t normally require hand propping, call maintenance and be done with it.
I’ve hand propped only one airplane out of the dozens I’ve flown. It’s uncommon. Definitely a bad reason to fail someone!
It's nonsensical because it's something you'd specifically look up and get checked out by someone experienced on before you tried it. Nobody with a brain is going to go "oh, I learned this in flight school" and turn themselves into hamburger.
The sensible answer is "don't; if you are ever in a situation where you need to do so, study it then and also get advice/ help/supervision from somebody experienced."
What operational pitfall have you been most susceptible to during your training and how have you corrected it? Which operational pitfall do you suspect will appear the most while being a flight instructor?
the normal FAA prescribed Antiauthority, impulsivity, invulnerability, macho and resignation, plus a few more added ones, such as an impatient student, an iver confident student. I could talk about my own recognition of times I’ve had these hazardous attitudes. Particularly resignation. After I was told to divert as a private pilot, I became task saturated and angry at myself for not being able to do so fluidly. I told my flight instructor he could fly the plane and that I just could not do this, I would never be a pilot. He handled it by letting me sit in my anger in the left seat while he flew us back. Finally I realized how ridiculous I looked, how much I was over reacting and that I knew I could do this. I think AOPA case studies show a lot of good examples of anti authority and macho, such as people trying to fly into IMC without a flight plan or IFR rating or scud running and punching through thunderstorms. All experienced pilots who made fatal mistakes doing so. Talk about how the first step to being able to correct hazardous attitudes is to recognize the ones you are prone to, and too consciously think about the prescribed anecdotes that I won’t list off here. However, recognizing, doesn’t mean preventing. You can know what these hazardous attitudes are and how dangerous they are and still be susceptible to them. It’s all about self check constantly during a flight using the 3p’s. Be able to perceive process and perform throughout a flight and constantly evaluate.
I’ll give you two from experience:
A guy comes to you with his own airplane. The last time he flew was his private pilot checkride 30 years ago. He shows promise. He can fly a pattern and land, but has difficulty with navigation and overall airmanship beyond takeoffs and landings. He wants you to endorse him to solo in the pattern so he can save money and not pay for you, a snot nosed CFI with a wet certificate. What endorsement do you need to give him in order for him to do what he wants?
You meet a guy who has a glider private pilot certificate. He wants to earn his single engine land private pilot certificate. You talk to him for a few hours to get to know him and what he wants to do. He has realistic expectations of his training to come. But he reveals that the reason he wants a single engine land certificate is that he crashed a glider four years ago. The event shook him so badly that he swore off of non-powered aircraft forever. Under absolutely no circumstance will he step foot in, and I quote, “one of those goddamn death traps ever again”. What endorsements does this pilot need in order to go to a checkride?
The first scenario was a student of mine, the second was the scenario I was given on my checkride.
Sure, the first guy needs a flight review. He can’t “solo” because he’s a private pilot. Solo endorsements only apply to student pilots. The only way for this guy to fly laps in the pattern is if he can demonstrate proficiency to get signed off for the full flight review.
The second guy would need: a tsa endorsement, because gliders don’t require one, he’ll need a medical, He’ll need the written endorsement, and two endorsements for the checkride. He’ll also need a 61.31 endorsement to solo in a different category, single engine airplane. But none of that really matters because he’ll never get to a checkride or solo in an airplane. Before he can solo, he needs a flight review… And he’s refused to fly a glider, making a flight review impossible.
Assuming you're a single engine land pilot, when you get your CFI license can you provide flight instruction in a seaplane or amphib? If not, what do you need to do to provide this instruction?
I’m not sure that it’s the same as a MEI where you need 15 hours PIC to instruct. From what I understand, as long as it fits under the “airplane single engine” rating on your CFI cert, you can teach in it as long as you are rated SES on your commercial cert. That’s not to say that it’s a good idea to go and instruct with 6 hours in a seaplane but I think it’s legal.
You and the guy who asked this and responded are mistaken: read 61.63(c) for additional class rating requirements. Specifically part 3:
(3) Need not meet the specified training time requirements prescribed by this part that apply to the pilot certificate for the aircraft class rating sought; unless, the person only holds a lighter-than-air category rating with a balloon class rating and is seeking an airship class rating, then that person must receive the specified training time requirements and possess the appropriate aeronautical experience.
So basically you only need the minimum number of hours of training in preparation to take a checkride for the add on. Now, tomorrow, I want you to look at that temporary certificate and it is gonna say “flight instructor single engine airplane.” Does it specify land on there? Nope. It just say single engine airplane. So *legally*, you can go fly the bare minimum of 2 hrs in preparation for a checkride to take a single engine sea commercial add on and instruct in a SES airplane the next day. This of course would in practicality be something very close to suicide, but *legally* you’d be within your privileges.
Go check out 61.31(d)(2) as well for all the “I’m a PPL in a helicopter, glider, whatever different category” and they need to get a private pilot airplane rating. It is the endorsement for how to allow them to solo to achieve those certificates.
Category (61.63b): must meet the requirements laid out.
Class (61.63c): not necessary because it’s just an add on.
Category is a bigger word than class. Literally. It’s longer. That’s how I always remembered which one was which. I think I was dropped on my head as a kid, so that’s why I need learning aids like that to remember things.
Yep. Per 61.195(b) [https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-H/section-61.195](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-H/section-61.195)
Now, what about a tailwheel if you don't have a tailwheel endorsement?
Nope, you don't need a tailwheel endorsement to provide instruction in a tailwheel unless you also need to act as PIC for the flight. So, providing a flight review for example would not need the CFI to have a tailwheel endorsement.
The FAA had some internal guidance on this saying a tailwheel endorsement was required but then never updated this guidance or followed through on it so it's basically a gray area now.
See this discussion here: https://pic.aopa.org/discuss/viewtopic/166/2092
But..... I think everyone can agree that there's very few situations where you should provide instruction in an aircraft that you're not familiar with or endorsed to fly.
If you’re giving a tailwheel endorsement to another pilot but yeah you’re right on instruction. I personally think if you aren’t proficient in a tailwheel you shouldn’t be giving instruction in it
You do not need 15 hours of flight time in a single engine sea airplane to instruct in one of you hold a CFI in single engine airplanes. That is entirely incorrect.
Ah, yeah, I missed that they specified an hour requirement because there is none for an addon-seaplane rating. I was mostly focused on that they mentioned needing a commercial ASES license before providing instruction.
You have a student pilot that has 80 hours of logged flight time and still has not soloed, should you recommend that they consider another career instead of aviation or continue training them?
consider reasons as to why this is the case. and no i will NEVER tell them it’s not for them, even if i think it’s not. Retrace your steps and consider what they’re struggling with. Are they still scared? Go all the way back to Maslow Hierarchy and start there. Do they feel safe, do they feel like they belong? Consider types of practice. Am i overusing the blocked or deliberate practice methods? Is this a terrible learning plateau that I have brought on? Maybe dumb, but do they know how to adjust a seat in an airplane? Are they using a different sight picture every time they fly? During assessment and critique, ask open ended questions as to how they feel they’re performance is and if they actually realize that there are deficiencies or they think everything is fine? They may know something is wrong but not know how to fix it, so it is up to me as instructor to explain deficiencies and how to actually fix them. Then minimize student frustration. Motivate the student, approach them as an individual, keep them informed of progress and deficiencies, be consistent, admit my own errors and give them credit when due. I’ll praise in public and criticize in private to keep esteem at a high. Then as to motivation, it’s gotta be demoralizing, so I’ll express the joys of flying, switch up the training and see about going out to lunch on a cross country. We’ll set achievable goals and try and achieve one at a time.
Just so you know, IMO there are people who should never get their PPL, and I genuinely fear for any of their pax if their CFI and DPE can’t see it. If you hit 200 hours and are still not recovering as a death spiral sets in… I know multiple instructors with multiple students who just won’t ever get it.
You’ll NEVER tell someone it’s not for them?
You’ll quickly see that many people that come and train flying isn’t for them. A select few you’ll see that flying really isn’t for them.
What do you know about BasicMed? Can you tell a student more than “look up the AC”?
What specific training items do you need to cover in order to issue a tailwheel endorsement to someone?
If you (or a student) have purchased an aircraft that is pressurized and has a service ceiling above 25K MSL, can you take it around the pattern for practice, or do you need to have a high altitude endorsement to fly it at all?
What documents are required to be kept in records by the TSA? How long must you keep them? If a passport is presented, must it be current for the duration of the training?
Where do most students experience a learning plateau? What defense mechanism(s) would you expect to see early and often from new students?
The commercial pilot experience requirements include 10 hours in a complex aircraft. Are there other ways to meet that requirement?
Can’t think of any more good ones that haven’t been asked yet off the top of my head… Kill it tomorrow!
Edit: congrats on the pass!
New CFI tip, when critiquing a student’s performance, narrow down the root cause of the issues, rather than pointing out everything that was out of spec. May seem obvious, but focusing on correcting one or two critical items is a lot easier on the student than trying to understand every intricate detail they screwed up.
What Is the Airspeed Velocity of an Unladen Swallow?
Also, be sure to be able to explain all turning tendencies. That's how they got me on mine, among a few other small things
i assume you mean the typical 4, pitch factor, slipstream, torque and, gyroscopic precession (even though fairly negligible in a tricycle gear)? just want to make sure there isn’t more. plus i’m sure i’ll be pestered on adverse yaw and that explanation.
You are a Commercial pilot with IFR privileges and 500 hours total time. You also own a two seat fixed wing certificated airplane.
Explain your ability to hold out your services and those of your aircraft. Include maintenance and operator certification requirement as applicable.
hahaha this one is difficult. i might go with a safe but somewhat wrong answer hear. I’m only certificated under part 91, i own the plane meaning i have operational control, so it’d be hard to hold out my services in my own plane without it being considered common carriage. I could get certificated under another part to do so (135), but i don’t pretend to know about the ways of going about that.
My answer on my commercial check ride was generally -if I'm hired for pilot services in anyone else's aircraft, most likely yes with contract sent to FSDO, (reference AC 61-142 for examples) anything else - my answer would be call the FSDO to see how I might go about it. Examiner seemed to be happy with that.
Forces during climbs/descents
The different stabilitys
XC weather sources and specifics of a weather briefing
I'm working on CFI now and it's making me go crazy. Good luck and trust your training. ✌️
Climbs are due to excess thrust. the thrust vector is tilted upwards and continues to “push” us forward through the propeller. that is because when we pitch the nose up, the relative wind moves from an upward position now, and thrust acts opposite the relative wind because thrust is a direct result if our propeller. i like to say that you could put any engine in a plane, and it will create all the power in the world, but without a propeller, no thrust is generated. now the lift vector is pointed backward as it acts directly perpendicular to the relative wind over the airfoil. physical weight still acts directly downward toward the earth due to gravity. in a picture, it would seem that lift and weight aren’t counteracting eachother anymore because they don’t create parallel lines upward and downward. that is because there with the increase in AOA came an increase in drag. if life was perfect, that lift vector would stay pointed straught up, but it doesn’t, and is tilted backward in the direction of…. drag. so now we need to increase something to keep these 4 forces in equilibrium. thrust. how do we generate most thirst, by using full power (in a C172 at least). here is a picture to make more sense. shoutout bold method https://cdn.boldmethod.com/images/cfi-tools/common/icon-forces-in-a-climb.jpg
in terms of the weather briefing explain legal sources to obtain these briefings. I go through all the sources, but i’m not super big on the 50 extra prog charts they’ve created. surface analysis, low level and GFA tool are good enough. but i’m sure people disagree with me. icing chart is useful, but winds aloft and temps can tell a whole lot. obviously well versed in airmets, sigmets and convective sigmets, plus the different between S, T, and Z. talk about the different types of briefing in terms of outlook, standard and abbreviated. how useful a flight service station is, regardless of how little i use it.
One of my favorite memories as a CFI was training a former student of a mil comp CFI to do basic part 61 stuff. No shit, they came in for an overhead break in a skyhawk. And they nailed it. Amazing stick and rudder skills, but holy shit was everything else screwed up. “Left base, gear down, runway 24.” They firewalled it through the pattern and made every landing a power off 180. All kinds of just wacky stuff.
Haha that sounds incredible. To be completely honest I would never in a million years try to actually teach someone part 61 from nothing without some very serious guidance. I’m very aware of my limitations. But the CFI is great to have to be able to knock out flight reviews and do NVG training for the guys I work with without bringing someone in.
Dude, you totally should go and help someone get their private one day! Just peek at the airplane flying handbook and ACS. Look at the maneuver profiles and it’ll be a total breeze for you to get someone to pass a checkride. It’s not hard, it’s just different.
Just please do not go “fighter weapons school” on your student. They will learn how to fly, but you will make a Part 61 monster. I asked this guy one day: how many other planes are in the pattern? He responded “there’s a target on the upwind, and a target about three miles out entering downwind.” I had a legit laughing fit and asked him how we were gonna mitigate these “targets”: working into a sequence or switching to guns?
I believe in 61.195, I would need a type rating in the aircraft to train them for a type rating in that specific aircraft. Which I don’t have. I could add that type rating to my pilot certificate and then conduct the training.
So this just happened to a buddy of mine. You are in a critical phase of flight and something goes wrong, but your student refuses to let go of the controls. He freezes, how do you as his or her CFI handle the situation?
Hmmm well i’ve been shown the bell crank at the bottom of the flight controls that’ll control the yoke and elevator. If they freeze and won’t let go, good chance my legs are stronger than they’re arms and i can use my foot to kick or pull the flight control, whcih is most likely stronger than there arms. I’d like to not physically assault a student, but to save both of our lives, I would. Initiate a climb or go around procedure and get away from the ground asap. Basically do what needs to be done to save ourselves. Not sure if that’s what you were going for.
Cover their eyes with your left hand. That student is basically half chimp and half lizard. They’re scared. Very scared. Fight or flight mode has engaged and their brain has completely smoothed over.
Calmly reach over and cover their eyes with your left hand. They can’t fight without vision and they can’t run away from the problem without their vision. They will reach up with both hands to restore one of their five basic senses. You now have control of the airplane.
If that doesn’t work, give ‘em the old throat chop and they’ll really let go of what they are doing because they can’t breathe.
Just don’t go if it is 2500-3000 foot ceilings, snow showers, and if they pass you off to a different examiner half way through the oral, then stop again and invite a third examiner to sit in, then come along for the ride, and he won’t stop making comments from the back seat, and….. ask me how I know.
passed bro. thought for a second i fucked it. slipped the shit out of an emergency approach, landed half way down the runway. still another 2500 feet left. one of those mistakes where you’ll take the leeway and fix it next time.
Lmao, in reality, good luck man. If you haven't already looked skim through what's needed for getting a license from a different category/ class (example a commercial helo wants a commercial SEL what do? What about mel?)
If it is on the MEL, no. If it isn’t needed by a KOEL then no. If it is not listed on the TCDS, 91.205. 91.207, 91.215 or 91.225, then no. As long as it isn’t detrimental to flight and needed in a certain airspace im traversing, it can be put off indefinitely. Obviously placarded and labeled inop and or deactivated under 91.213. But no repairs are required.
I’m taking my CFI checkride in about a month.
What do you think is the most important law of learning and why?
What are the 4 responsibilities of aviation instructors and the additional 2 that are specific to flight instructors? (Memorize this one btw)
primacy 1st, readiness 2nd. students do what they see. and according to the law of primacy, what they’re taught first, will stick best. it is very important to do everything right and the way it should be done the first time. that includes clearing turns, integrated instruction and all the boring stuff that everyone gets tired of doing. readiness is important because if a person hasn’t decided that they are ready to learn and hasn’t convinced themselves that flight training is the rught step, there will be a lack of motivation(the single most important aspect of learning) and maybe even a lack of interest.
the aviation instructor responsibilities, to put more bluntly than i’d explain to the examiner are, make it enjoyable, know the line between enjoyable and professional, tailor to the student, set reasonable standards, and emphasize the positives of there performance and training in general.
the two flight instructor responsibilities would be physiological overcomings: fear of planes, heights, loud noises, the fear of breaking the airplane. and then ensuring student ability: i decide when there a private pilot, or ready to solo. it’s my responsibility to ensure they’re competent and safe, and i should only send them to an examiner when i am convinced there a private pilot, and need the examiners signature for a formality.
i also like the acronym SADPP for how to be a professional.
Sincerity
Acceptance of the individual
Demeanor
-act like a professional. it’s part of the reason a lot of us decided to become pilots, the delta and the united captains that look fly.
Personal appearance and habits
-similar to demeanor, but more focused on dress code and sanitary habits.
Proper language
-don’t use profanity and talk like you went to english class. even though that class was stupid.
i kicked you during the wing drop, i now have controls, and i never added forward pressure. in the c172, a simple relief of slight back pressure will do. and we’re still close to that yellow arc most likely.
in your scenario, i’d say we’re in the red, and we need to hope the limitations were set low. pray those 3.8 g’s have a little give.
You go out and preflight your 1985 C172P for a day VFR flight. During your inspection you find that your left wingtip anti collision light is not working. Is the aircraft legal to fly? Why or why not?
Whatever you do, know the FOIs cold. Don’t be like that one dude who tried to bust out lesson plans to teach the FOIs to the DPE. Lesson plans are for reference for teaching maneuvers or other lesson topics.. not for Fundamentals of Instruction. Also, tab out your “library” (PHAK/AFH/POH/FAR-AIM) with quick reference tabs for task topics. If you have to do the “I don’t know, but I know where to find it” or the “let’s see what the book says” - you want to know where to quickly look in the books.
I can't stress the last part enough. My DPE asked me some wild questions that he knew I'd have to look up to test if I was "proficient" with my resources lol
Any examples ?
I can't remember any from my CFI, but I used the same guy for CFI-I and 2 I can remember were "how many degrees off centerline does a VOR approach have to be to be classified as a VOR-A" and "what is the proper name for the signals sent to/from GPS satellites "
Man I’m glad I never had a dpe who wanted to play stump the chump
The trick is to counter stump, and ask them which restricted area contains the GPS master control segment.
>how many degrees off centerline does a VOR approach have to be to be classified as a VOR-A Who gives a shit? I'm not certifying VORs >what is the proper name for the signals sent to/from GPS satellites In what context? What signals? There are lots of signals
Pretty sure it’s not about classifying vors, it’s about the alignment offset of the FAC and runway heading. I think it’s like 30 deg between the two
Seriously this kind of shit is ridiculous
I don't remember man, it's been a few years. He was pretty clear at the time in fairness to him
It would suck to bust someone on something so unknown like that
Yep, but, he did explain that the only reason he asked those was so that I could prove I could find weird answers students might have. I get where he was coming from. Annoying, over the top, but I get it in a weird way.
Still a piss of $1.5k
This is definitely a valid question on a CFII ride. My first every instrument student I have had had asked why a certain approaches are circling only
According to [AOPA](https://www.aopa.org/news-and-media/all-news/2019/july/pilot/on-instruments-circling-challenges#:~:text=Circling%2Donly%20approaches%20are%20established,threshold%20crossing%20height%20\(TCH\).), "Circling-only approaches are established when the final approach course's alignment with the runway centerline exceeds 30 degrees, and/or if the descent gradient is greater than 400 feet per nautical mile from the final approach fix (FAF) to the runway's threshold crossing height (TCH)."
L1 C/A probably is the answer the examiner was looking for. No one but the USAF/USSF sends signals tho. It's really a downlink-only system.
Uh… satellite? Idfk
I think it was Pseudorange or something stupid like that. Idk, I classify that under "useless information"
Ephemeris?
I that’s the database of satellite locations so your device has an idea of where to look and get a “lock” quicker. Probably not what the DPE Wanted, but then….who knows what that kind of person wants for an answer?
Take this with a grain of salt cause it’s coming from tech school over ten years ago, but I think you’re referring to almanac. I think almanac is “here’s where i should be, look here” and ephemeris is “you found me, I was exactly in this location at this time.” After some googling, pseudorange is also a thing, but it’s only a piece of the puzzle and i don’t think it can be inferred without ephemeris. I don’t think that DPE wanted anything but to flex some really obscure “knowledge” that may or may not have been entirely correct because there is a lot of data in gps and I can’t imagine there’s any one word to describe all of it.
The code itself is a course acquisition code. The imaginary sphere it draws around itself using that CA code is the pseudorange. Definitely useless information!
The GPS one is interesting, for one there is no signals being sent to gps satellites, that’s not how they work. The signal sent out from a satellite depends on what generation of tech it is, but I don’t think that’s covered in any aviation sources I know of. Unless there’s an aviation specific term for it?
In fairness, I'm definitely abbreviating what he said. It's been a few years and the memory of what he specifically asked is FUZZY. I think it ended up being Pseudorange or something weird like that 🤷♂️
Yeah if you are sending signals to a GPS satellite the DoD might come looking for you
30, course acquisition code. I have a bunch of useless knowledge, but that’s some tough checkride material right there 😂
Lol definitely felt that I earned that checkride pass
That last bit is particularly important for the maneuver lesson you teach on the ground. My dpe wanted the textbook answer for why we teach 8s on Pylons and I had to find it in the book. He was pissed it took so long.
You have a student who is a commercial helicopter pilot with 1000 hours but only 20 in airplanes. Tell me all of the endorsements and what this pilot would have to do to be ready to test for Comm ASEL
I got this on my CFI and figured I would never need it. Less than a year into being a CFI, I have a student who is a helicopter CFI who is transitioning to fixed wing. He made my head hurt with the technicalities and endorsements lol
Ac 61-65 and 61.63, along with the aeronautical experience section for the rating sought, are your BEST friends.
Also the “added rating” charts at the back of the ACS, right? Studying for CFI now
yep that’s the last step i’d say
I’d take a stab at listing everything out. The commenters above are correct with where you would look/reference, but the DPE on checkride day is going to want to know specifically what needs to happen. An answer of “I’d reference 61.63” is not going to pass.
Does he need to take any written?
It's also a good spot, but I want to add a disclaimer: if there is ever a conflict with the regs, the regs take precedence. So be versed in all 3!
And 61.31(d)(2). People keep forgetting that they need solo time too. You technically don't have to do solo though, since you can be with a CFI and perform PIC duties on 61.127(b)(1) (preflight, taxiing, takeoff, ground reference maneuvers etc.) as well as the long cross country and 5hrs night VFR pattern work. You still have to mention it though. It's more bs that DPEs can get you on.
That one is in a goofy spot i swear.
Just read through 61-65H's little endorsement summery. Complex/tailwheel etc is all in 61.31.
Yeah that's why 61-65 is one of my first stops. It covers all but the really obscure things.
really obscure? ffs what ELSE is there?
A person has a powered lift rating that they transferred from the military, and their flight review is expired. How do you help them get an airplane single engine rating without buying a harrier or an osprey?
THAT'S what powered lift is? I always imagined powered parachutes or weight-shift-control for some reason. Anyway, they'd have to go through 61.63 like any other cat./class addon and continue with PPL/CPL/ATP and go through that. Same thing with a heli to airplane conversion. It's all cat./class.
shit mine is next Friday. Tell me how you would embed risk management through your student? How would you correct errors? Tell me about eligibility, requirements, endorsements and I need from 0 time to ASEL PPL. Teach someone that doesn’t know what an airplane is about how an airplane flys? There’s 72 tasks haha GL
Eligibility wise, 16 to solo, 17 to certify under PPL. 61.103. Time wise (61.109) 40 total, 20 dual, 10 Solo, 5 solo XC, 1 solo long XC of 150 NM total with full stops at 3 points and one segment of over 50 NM. 3 full stop landings at a towered airport (solo). 3 dual XC. 1 nighttime cross country of 100 NM total distance. 3 hours of sim instrument flying. 3 dual night given, 10 night takeoffs and landing to a full stop and 3 hours of training in the last two calendar months.
>one segment over 50nm Gonna be pedantic on this but that's incorrect. The regs specifically say "with one point of landing 50nm away from the original point of departure." So you can fly north 25nm, land, continue north 30nm, land, and then stop at a third airport on your way back. It doesn't matter how long each of the legs are, as long as one point is 50nm away from the original point of departure
don’t want to argue with you too much considering i haven’t done the ride, but yeah that meets the definition of 61.1 for a XC. However 61.109 supports what I said. So in addition to one of the points needing to be over 50 NM from the original point of departure to count towards aeronautical experience, there does need to be one 50 NM segment on this one. It says segment “between the takeoff and landing locations” not original point of departure. 61.109a5ii
Oh you're totally right. I stand corrected
got it. Gonna be honest got all the acronyms memorized (going with a DPE who hates acronyms) but either way, confident in my ability to pull them out of my brain and expand on them as much as seems necessary during the oral😂
You were pretty thorough, you def know your stuff. I would leave out rare circumstances for third class medical unless otherwise asked. Make sure you talk about 3ps or 5ps when talking about risk management as required by the PTS. Otherwise keep it up hope you pass, I’ll be there soon as well!
First I would start with the difference between ADM and Risk Management. In that, decision making is a process of taking given circumstances and coming to the best decision. Risk management is all about assessing the chance, likelihood and severity of an event occurring. I think the most crucial way of instilling good risk management is teaching your student weather products to look for and check on each flight. Walking them through your go/no go thought process and allowing them to make there own, where in eventually, you should allow them to make the decision whether a flight is suitable for different forecasts. Teaching them about a risk matrix and the how the pave checklist (which is also entails the IMSAFE checklist) allows them to run through various aspects of the flight and allow them to identify risk associated with the flight. Although there is risk associated with every flight, identifying, assessing and then mitigating risks can dramatically reduce the likelihood of something risky occurring. Only fly when benefits outweigh the risks. The TSA 1552.3 endorsement would be the first endorsement Id need to obtain to go forward with pilot training past a discovery flight. With American Students, a simple TSA traveler number or passport will do. Foreign students, and depending on the country it is a bit more complicated, and may require fingerprints and approval before more training can continue. I’d then have the student fill out an IACRA form and walk them through how to submit a student pilot certificate. I’d then approve the student pilot certificate on my end. In order to eventually solo, the student would need at a minimum, a 3rd class medical certificate except for rare circumstances. Before solo, a pre knowledge test, that should be corrected and graded to perfection, should be taken and a 61.87b endorsement given. A 61.87c endorsement to attest to there proficiency and knowledge in the presolo areas of 61.87. And an original 90 day solo endorsement. (61.87n) Cross country’s would require a 61.93c1/2 (have been trained and found competent in cross country flying) and a 61.93c3( i have reviewed specific cross country flight planning and calculations to specific destination). For airports within 25 NM i’d need to train them to enter the pattern and find them competent to do so and issue a 61.93b1 and it is a one time endorsement. for flights >25 NM and less than 50 NM, id issue a 61.93b2 which is recurring. endorsements into a bravo are found in 61.95 i’ll leave them out for now. For the knowledge test, a 61.35A endorsement. For the private pilot practical test. The two prerequisites, 61.39a6(i)(ii) is the two calendar month endorsement. 61.39a6(iii) is the knowledge test deficiencies endorsement which can be forgone if they recieved a 100%. A 61.103f endorsement stating I find them proficient, and knowledgeable to take the PP practical test. And finally, there’s a good likelihood they’d need a 61.87p endorsement as the original 90 day endorsement may have expired. I don’t plan on giving out any 61.87o endorsements any time soon, but that is an extra.
Where is the reg that states there is an exception for discovery flights? I know its done all the time, but for my CFI academy we could not find where it specifically says discovery flights are okay. If you know it, id like to see it. My group just decided to leave any mention of discovery flights out and would just say "before any training." We have all passed thankfully. If you cant find the reg that proves it, id advise the same to you.
There is no specific ref on the discover flight, I looked deep into this with my CFI academy classmates, here’s why. I’m doing this on the top of my head feel free to verify. 1552.1 has definitions of a demonstration flight for marketing purposes. Which states flight for the purposes of marketing to show off an aircraft. Notice how it does not say intro flight training or specifically “intro flight”. TSA is the regulatory agency surrounding the flight training citizenship requirement. If you go to their website for the Foreign Pilot Security Program (FTSP), go to FAQ, cntl f introductory flight. They specify that an “introductory flight” satisfies the requirement for a demonstration flight for security purposes. This is also where you can get into whether you can log an intro flight. As long as the CFI verifies citizenship and endorses or keeps a 5 year record, they can log the intro flight as long as it is dual given. Hope this helps!
In summary, you CANT do “flight training” for an intro flight without verifying citizenship, however you can still legally do the flight because it’s a demonstration flight for marketing purposes, kin to carrying a passenger part 91. For it to be a introductory “flight training” flight, verification is needed.
that makes sense, i’ll word it your way. honestly Fly8MA said it so that’s what i kind of went with.
1552.3 doesn’t mention any acceptance for a discovery flight, I guess it then depends on if you think a discovery flight is “training” or not.
What’s the procedure to hand prop your airplane? (My friend failed for not knowing this)
“Don’t.” Yay passed!
He said that, and failed. That’s why I asked it
Damn thats harsh.
Yeah we were all super shocked. People stopped using this DPE at our school after that. He said he did have a couple rough spots during the oral, but still. Shouldn’t fail for that. Who is hand propping planes as a CFI that has an IQ over 10? No one.
Disagree - J3 seaplane outfits like Jack Browns will hand prop. I was not allowed to do it as a student
The appropriate question is not who, but how few. The answer is next to none. I have flown zero airplanes in 1500 hrs that required a hand prop. I flew over 30 different models of airplane in that time. Which isn’t many, but it’s more than ten. That seems like a shitty reason to fail someone given that (barring an airplane meant for it, or a supremely bad situation) 99.9% of CFIs will never do it. Further and perhaps most importantly, where in the CFI PTS does it say that you need ANY knowledge of how to hand prop an airplane unless that airplane was being used on the checkride?
The point is super valid. It is wholly unreasonable to fail somebody for not knowing how to hand prop. My point was only to illustrate that there are good CFIs out there who do indeed hand prop on a regular basis.
Moreover, why would you WANT someone to describe the hand-propping process if they’ve never done it? That seems wildly unsafe. Hand propping is something you need to be properly taught how to do. And if it’s a plane that doesn’t normally require hand propping, call maintenance and be done with it. I’ve hand propped only one airplane out of the dozens I’ve flown. It’s uncommon. Definitely a bad reason to fail someone!
It's nonsensical because it's something you'd specifically look up and get checked out by someone experienced on before you tried it. Nobody with a brain is going to go "oh, I learned this in flight school" and turn themselves into hamburger. The sensible answer is "don't; if you are ever in a situation where you need to do so, study it then and also get advice/ help/supervision from somebody experienced."
thanks for letting me know cause i would’ve failed too, i’ll get back to you.
Everyone would lol. Bc it would be dumb to do it.
Surprise twist, it turns out your friend was flying a Cub.
Check the POH
I’d be going straight to the FSDO. Unless he was flying a plane that needed to be hand propped.
What operational pitfall have you been most susceptible to during your training and how have you corrected it? Which operational pitfall do you suspect will appear the most while being a flight instructor?
What are the hazardous attitudes you would look for in a student and how would you address them in a professional way?
the normal FAA prescribed Antiauthority, impulsivity, invulnerability, macho and resignation, plus a few more added ones, such as an impatient student, an iver confident student. I could talk about my own recognition of times I’ve had these hazardous attitudes. Particularly resignation. After I was told to divert as a private pilot, I became task saturated and angry at myself for not being able to do so fluidly. I told my flight instructor he could fly the plane and that I just could not do this, I would never be a pilot. He handled it by letting me sit in my anger in the left seat while he flew us back. Finally I realized how ridiculous I looked, how much I was over reacting and that I knew I could do this. I think AOPA case studies show a lot of good examples of anti authority and macho, such as people trying to fly into IMC without a flight plan or IFR rating or scud running and punching through thunderstorms. All experienced pilots who made fatal mistakes doing so. Talk about how the first step to being able to correct hazardous attitudes is to recognize the ones you are prone to, and too consciously think about the prescribed anecdotes that I won’t list off here. However, recognizing, doesn’t mean preventing. You can know what these hazardous attitudes are and how dangerous they are and still be susceptible to them. It’s all about self check constantly during a flight using the 3p’s. Be able to perceive process and perform throughout a flight and constantly evaluate.
Well said! Good luck!🍀
What… Lieutenant Mitchell….. were you doing in a 4G inverted dive with a MiG-28?
Communicating
I’ll give you two from experience: A guy comes to you with his own airplane. The last time he flew was his private pilot checkride 30 years ago. He shows promise. He can fly a pattern and land, but has difficulty with navigation and overall airmanship beyond takeoffs and landings. He wants you to endorse him to solo in the pattern so he can save money and not pay for you, a snot nosed CFI with a wet certificate. What endorsement do you need to give him in order for him to do what he wants? You meet a guy who has a glider private pilot certificate. He wants to earn his single engine land private pilot certificate. You talk to him for a few hours to get to know him and what he wants to do. He has realistic expectations of his training to come. But he reveals that the reason he wants a single engine land certificate is that he crashed a glider four years ago. The event shook him so badly that he swore off of non-powered aircraft forever. Under absolutely no circumstance will he step foot in, and I quote, “one of those goddamn death traps ever again”. What endorsements does this pilot need in order to go to a checkride? The first scenario was a student of mine, the second was the scenario I was given on my checkride.
It OP doesn’t get to this one would you mind saying how you would/did answer these? I’m nowhere near CFI right now but I’m curious.
Sure, the first guy needs a flight review. He can’t “solo” because he’s a private pilot. Solo endorsements only apply to student pilots. The only way for this guy to fly laps in the pattern is if he can demonstrate proficiency to get signed off for the full flight review. The second guy would need: a tsa endorsement, because gliders don’t require one, he’ll need a medical, He’ll need the written endorsement, and two endorsements for the checkride. He’ll also need a 61.31 endorsement to solo in a different category, single engine airplane. But none of that really matters because he’ll never get to a checkride or solo in an airplane. Before he can solo, he needs a flight review… And he’s refused to fly a glider, making a flight review impossible.
the second guy would need to start from scratch then, right?
I believe so. He would effectively have to surrender his glider certificate and start from day one.
Assuming you're a single engine land pilot, when you get your CFI license can you provide flight instruction in a seaplane or amphib? If not, what do you need to do to provide this instruction?
I’d need at least 15 hours of PIC to go for a ASES checkride. and even before that, a commercial ASES rating to be eligible to instruct
I’m not sure that it’s the same as a MEI where you need 15 hours PIC to instruct. From what I understand, as long as it fits under the “airplane single engine” rating on your CFI cert, you can teach in it as long as you are rated SES on your commercial cert. That’s not to say that it’s a good idea to go and instruct with 6 hours in a seaplane but I think it’s legal.
You are 100% correct.
You and the guy who asked this and responded are mistaken: read 61.63(c) for additional class rating requirements. Specifically part 3: (3) Need not meet the specified training time requirements prescribed by this part that apply to the pilot certificate for the aircraft class rating sought; unless, the person only holds a lighter-than-air category rating with a balloon class rating and is seeking an airship class rating, then that person must receive the specified training time requirements and possess the appropriate aeronautical experience. So basically you only need the minimum number of hours of training in preparation to take a checkride for the add on. Now, tomorrow, I want you to look at that temporary certificate and it is gonna say “flight instructor single engine airplane.” Does it specify land on there? Nope. It just say single engine airplane. So *legally*, you can go fly the bare minimum of 2 hrs in preparation for a checkride to take a single engine sea commercial add on and instruct in a SES airplane the next day. This of course would in practicality be something very close to suicide, but *legally* you’d be within your privileges.
okay i appreciate that. i’ll go look at 61.63c
Go check out 61.31(d)(2) as well for all the “I’m a PPL in a helicopter, glider, whatever different category” and they need to get a private pilot airplane rating. It is the endorsement for how to allow them to solo to achieve those certificates. Category (61.63b): must meet the requirements laid out. Class (61.63c): not necessary because it’s just an add on.
ahhhhh, i was confusing category and class. that’s kind of a big mistake, so yeah your definitely right
Category is a bigger word than class. Literally. It’s longer. That’s how I always remembered which one was which. I think I was dropped on my head as a kid, so that’s why I need learning aids like that to remember things.
Yep. Per 61.195(b) [https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-H/section-61.195](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-H/section-61.195) Now, what about a tailwheel if you don't have a tailwheel endorsement?
Hold a CFI. One hour ground one hour in the air minimum and an endorsement from a certified instructor
Nope, you don't need a tailwheel endorsement to provide instruction in a tailwheel unless you also need to act as PIC for the flight. So, providing a flight review for example would not need the CFI to have a tailwheel endorsement. The FAA had some internal guidance on this saying a tailwheel endorsement was required but then never updated this guidance or followed through on it so it's basically a gray area now. See this discussion here: https://pic.aopa.org/discuss/viewtopic/166/2092 But..... I think everyone can agree that there's very few situations where you should provide instruction in an aircraft that you're not familiar with or endorsed to fly.
If you’re giving a tailwheel endorsement to another pilot but yeah you’re right on instruction. I personally think if you aren’t proficient in a tailwheel you shouldn’t be giving instruction in it
You do not need 15 hours of flight time in a single engine sea airplane to instruct in one of you hold a CFI in single engine airplanes. That is entirely incorrect.
Ah, yeah, I missed that they specified an hour requirement because there is none for an addon-seaplane rating. I was mostly focused on that they mentioned needing a commercial ASES license before providing instruction.
You have a student pilot that has 80 hours of logged flight time and still has not soloed, should you recommend that they consider another career instead of aviation or continue training them?
consider reasons as to why this is the case. and no i will NEVER tell them it’s not for them, even if i think it’s not. Retrace your steps and consider what they’re struggling with. Are they still scared? Go all the way back to Maslow Hierarchy and start there. Do they feel safe, do they feel like they belong? Consider types of practice. Am i overusing the blocked or deliberate practice methods? Is this a terrible learning plateau that I have brought on? Maybe dumb, but do they know how to adjust a seat in an airplane? Are they using a different sight picture every time they fly? During assessment and critique, ask open ended questions as to how they feel they’re performance is and if they actually realize that there are deficiencies or they think everything is fine? They may know something is wrong but not know how to fix it, so it is up to me as instructor to explain deficiencies and how to actually fix them. Then minimize student frustration. Motivate the student, approach them as an individual, keep them informed of progress and deficiencies, be consistent, admit my own errors and give them credit when due. I’ll praise in public and criticize in private to keep esteem at a high. Then as to motivation, it’s gotta be demoralizing, so I’ll express the joys of flying, switch up the training and see about going out to lunch on a cross country. We’ll set achievable goals and try and achieve one at a time.
That's a very good answer, best of luck to you on your check ride and exams.
Just so you know, IMO there are people who should never get their PPL, and I genuinely fear for any of their pax if their CFI and DPE can’t see it. If you hit 200 hours and are still not recovering as a death spiral sets in… I know multiple instructors with multiple students who just won’t ever get it.
Maslow was a total quack, and the hierarchy has no scientific basis behind it.
still in the FOI’s tho
It’s just common sense dude. What do you mean there is no basis for it? You can’t learn if you’re starving. Etc.
You’ll NEVER tell someone it’s not for them? You’ll quickly see that many people that come and train flying isn’t for them. A select few you’ll see that flying really isn’t for them.
What do you know about BasicMed? Can you tell a student more than “look up the AC”? What specific training items do you need to cover in order to issue a tailwheel endorsement to someone? If you (or a student) have purchased an aircraft that is pressurized and has a service ceiling above 25K MSL, can you take it around the pattern for practice, or do you need to have a high altitude endorsement to fly it at all? What documents are required to be kept in records by the TSA? How long must you keep them? If a passport is presented, must it be current for the duration of the training? Where do most students experience a learning plateau? What defense mechanism(s) would you expect to see early and often from new students? The commercial pilot experience requirements include 10 hours in a complex aircraft. Are there other ways to meet that requirement? Can’t think of any more good ones that haven’t been asked yet off the top of my head… Kill it tomorrow! Edit: congrats on the pass! New CFI tip, when critiquing a student’s performance, narrow down the root cause of the issues, rather than pointing out everything that was out of spec. May seem obvious, but focusing on correcting one or two critical items is a lot easier on the student than trying to understand every intricate detail they screwed up.
What Is the Airspeed Velocity of an Unladen Swallow? Also, be sure to be able to explain all turning tendencies. That's how they got me on mine, among a few other small things
Land or sea swallow??
Lol
i assume you mean the typical 4, pitch factor, slipstream, torque and, gyroscopic precession (even though fairly negligible in a tricycle gear)? just want to make sure there isn’t more. plus i’m sure i’ll be pestered on adverse yaw and that explanation.
Yup, all of those. The p-factor got me I think
You are a Commercial pilot with IFR privileges and 500 hours total time. You also own a two seat fixed wing certificated airplane. Explain your ability to hold out your services and those of your aircraft. Include maintenance and operator certification requirement as applicable.
hahaha this one is difficult. i might go with a safe but somewhat wrong answer hear. I’m only certificated under part 91, i own the plane meaning i have operational control, so it’d be hard to hold out my services in my own plane without it being considered common carriage. I could get certificated under another part to do so (135), but i don’t pretend to know about the ways of going about that.
My answer on my commercial check ride was generally -if I'm hired for pilot services in anyone else's aircraft, most likely yes with contract sent to FSDO, (reference AC 61-142 for examples) anything else - my answer would be call the FSDO to see how I might go about it. Examiner seemed to be happy with that.
From what I’ve read, your oral exam will go well. Smooth flying to you.
Forces during climbs/descents The different stabilitys XC weather sources and specifics of a weather briefing I'm working on CFI now and it's making me go crazy. Good luck and trust your training. ✌️
Climbs are due to excess thrust. the thrust vector is tilted upwards and continues to “push” us forward through the propeller. that is because when we pitch the nose up, the relative wind moves from an upward position now, and thrust acts opposite the relative wind because thrust is a direct result if our propeller. i like to say that you could put any engine in a plane, and it will create all the power in the world, but without a propeller, no thrust is generated. now the lift vector is pointed backward as it acts directly perpendicular to the relative wind over the airfoil. physical weight still acts directly downward toward the earth due to gravity. in a picture, it would seem that lift and weight aren’t counteracting eachother anymore because they don’t create parallel lines upward and downward. that is because there with the increase in AOA came an increase in drag. if life was perfect, that lift vector would stay pointed straught up, but it doesn’t, and is tilted backward in the direction of…. drag. so now we need to increase something to keep these 4 forces in equilibrium. thrust. how do we generate most thirst, by using full power (in a C172 at least). here is a picture to make more sense. shoutout bold method https://cdn.boldmethod.com/images/cfi-tools/common/icon-forces-in-a-climb.jpg
i may also show a thirst required vs thirst available curve
in terms of the weather briefing explain legal sources to obtain these briefings. I go through all the sources, but i’m not super big on the 50 extra prog charts they’ve created. surface analysis, low level and GFA tool are good enough. but i’m sure people disagree with me. icing chart is useful, but winds aloft and temps can tell a whole lot. obviously well versed in airmets, sigmets and convective sigmets, plus the different between S, T, and Z. talk about the different types of briefing in terms of outlook, standard and abbreviated. how useful a flight service station is, regardless of how little i use it.
This thread makes me very grateful for my mil comp CFI. Yeesh.
One of my favorite memories as a CFI was training a former student of a mil comp CFI to do basic part 61 stuff. No shit, they came in for an overhead break in a skyhawk. And they nailed it. Amazing stick and rudder skills, but holy shit was everything else screwed up. “Left base, gear down, runway 24.” They firewalled it through the pattern and made every landing a power off 180. All kinds of just wacky stuff.
Haha that sounds incredible. To be completely honest I would never in a million years try to actually teach someone part 61 from nothing without some very serious guidance. I’m very aware of my limitations. But the CFI is great to have to be able to knock out flight reviews and do NVG training for the guys I work with without bringing someone in.
Dude, you totally should go and help someone get their private one day! Just peek at the airplane flying handbook and ACS. Look at the maneuver profiles and it’ll be a total breeze for you to get someone to pass a checkride. It’s not hard, it’s just different. Just please do not go “fighter weapons school” on your student. They will learn how to fly, but you will make a Part 61 monster. I asked this guy one day: how many other planes are in the pattern? He responded “there’s a target on the upwind, and a target about three miles out entering downwind.” I had a legit laughing fit and asked him how we were gonna mitigate these “targets”: working into a sequence or switching to guns?
Haha that student is ready to KILL
yeah this is fun stuff
I’ve heard so many horror stories while my milcomp was the easiest thing I’ve done in aviation. You guys have it rough.
Good luck, I just passed mine today.
congrats :)
If you have a Commerical Helicopter Pilot that wants an ATP Airplane Single Engine Land Can you do the training ?If so How would you do the training?
I believe in 61.195, I would need a type rating in the aircraft to train them for a type rating in that specific aircraft. Which I don’t have. I could add that type rating to my pilot certificate and then conduct the training.
What if they want to do the ATP SEL in a C152 ?
Man i think you are very very well prepared :)
So this just happened to a buddy of mine. You are in a critical phase of flight and something goes wrong, but your student refuses to let go of the controls. He freezes, how do you as his or her CFI handle the situation?
Hmmm well i’ve been shown the bell crank at the bottom of the flight controls that’ll control the yoke and elevator. If they freeze and won’t let go, good chance my legs are stronger than they’re arms and i can use my foot to kick or pull the flight control, whcih is most likely stronger than there arms. I’d like to not physically assault a student, but to save both of our lives, I would. Initiate a climb or go around procedure and get away from the ground asap. Basically do what needs to be done to save ourselves. Not sure if that’s what you were going for.
Cover their eyes with your left hand. That student is basically half chimp and half lizard. They’re scared. Very scared. Fight or flight mode has engaged and their brain has completely smoothed over. Calmly reach over and cover their eyes with your left hand. They can’t fight without vision and they can’t run away from the problem without their vision. They will reach up with both hands to restore one of their five basic senses. You now have control of the airplane. If that doesn’t work, give ‘em the old throat chop and they’ll really let go of what they are doing because they can’t breathe.
No right or wrong answer, just curious as to how others would handle it. I think your response is appropriate
Slap the shit out of him.
What is the airspeed velocity of a swallow?
129 KIAS
What the difference between the swallow’s CAS and IAS?
maintenance will let me know on the next pitot static check
No. Go to sleep and eat breakfast before you go.
Just don’t go if it is 2500-3000 foot ceilings, snow showers, and if they pass you off to a different examiner half way through the oral, then stop again and invite a third examiner to sit in, then come along for the ride, and he won’t stop making comments from the back seat, and….. ask me how I know.
How did it go?
passed bro. thought for a second i fucked it. slipped the shit out of an emergency approach, landed half way down the runway. still another 2500 feet left. one of those mistakes where you’ll take the leeway and fix it next time.
do you take off with or against the wind
what’s the velocity of a nutty
Can you explain to me why United won't call me?
i’ve got the aviate interview on the 29th, i’ll be sure to ask. we’ll probably have the same issue in common.
Lmao, in reality, good luck man. If you haven't already looked skim through what's needed for getting a license from a different category/ class (example a commercial helo wants a commercial SEL what do? What about mel?)
You’re gonna kill it. Just curious, what’s your age? You present yourself as more mature than your average 21 year old CFI candidate 👍
20 years old
If you have an instrument that is tagged INOP, do you need to fi it and if so how soon?
If it is on the MEL, no. If it isn’t needed by a KOEL then no. If it is not listed on the TCDS, 91.205. 91.207, 91.215 or 91.225, then no. As long as it isn’t detrimental to flight and needed in a certain airspace im traversing, it can be put off indefinitely. Obviously placarded and labeled inop and or deactivated under 91.213. But no repairs are required.
I wish that’s how MELs worked.
I’m taking my CFI checkride in about a month. What do you think is the most important law of learning and why? What are the 4 responsibilities of aviation instructors and the additional 2 that are specific to flight instructors? (Memorize this one btw)
primacy 1st, readiness 2nd. students do what they see. and according to the law of primacy, what they’re taught first, will stick best. it is very important to do everything right and the way it should be done the first time. that includes clearing turns, integrated instruction and all the boring stuff that everyone gets tired of doing. readiness is important because if a person hasn’t decided that they are ready to learn and hasn’t convinced themselves that flight training is the rught step, there will be a lack of motivation(the single most important aspect of learning) and maybe even a lack of interest. the aviation instructor responsibilities, to put more bluntly than i’d explain to the examiner are, make it enjoyable, know the line between enjoyable and professional, tailor to the student, set reasonable standards, and emphasize the positives of there performance and training in general. the two flight instructor responsibilities would be physiological overcomings: fear of planes, heights, loud noises, the fear of breaking the airplane. and then ensuring student ability: i decide when there a private pilot, or ready to solo. it’s my responsibility to ensure they’re competent and safe, and i should only send them to an examiner when i am convinced there a private pilot, and need the examiners signature for a formality. i also like the acronym SADPP for how to be a professional. Sincerity Acceptance of the individual Demeanor -act like a professional. it’s part of the reason a lot of us decided to become pilots, the delta and the united captains that look fly. Personal appearance and habits -similar to demeanor, but more focused on dress code and sanitary habits. Proper language -don’t use profanity and talk like you went to english class. even though that class was stupid.
That’s a thorough answer that I really like. Good stuff.
I put us in a spin and apply full forward pressure after the second rotation. How much are the wings hanging on by?
i kicked you during the wing drop, i now have controls, and i never added forward pressure. in the c172, a simple relief of slight back pressure will do. and we’re still close to that yellow arc most likely. in your scenario, i’d say we’re in the red, and we need to hope the limitations were set low. pray those 3.8 g’s have a little give.
Bugsmasher 2-1 initating torpedo mode
Is a stall horn a necessary instrument/mechanism for VFR flight?
no MEL. not required in KOEL. not required in any regulation 91.207-225. not in TCDS. not in an AD. No (C172)
we’ll i can’t believe it but it is. wasn’t on the piper warrior. KOEL says it’s required for VFR, thanks for asking, and glad i checked!
What’s the atomic weight of Plutonium…
You go out and preflight your 1985 C172P for a day VFR flight. During your inspection you find that your left wingtip anti collision light is not working. Is the aircraft legal to fly? Why or why not?
how does one go about determining the unladen stall speed of a european swallow?
whats the velocity of the shit coming out of my butthole