I guess I am addicted to training, but on a serious note, I am diving into the CFII rating to get IFR current. The rating is easy because by the CFI rating, you already know how to teach and how to fly IFR.
The CFII test is administered by DPE if the CFI test was done with the FAA. I can testify that the DPEs are an order lenient than the FAA inspectors.
I started CFII rating by passing the written test today. I had studied so thoroughly in the CFI that without preparation, I got only two out of fifty questions wrong. You do not need instructor permission to take any CFI written tests and that is one less formality.
Its now time to find a competent instructor, and a school to go to. Winter is the best time to train.
MV
Monday, September 28, 2015
Monday, September 21, 2015
CFI Rating Done
I am a CFI now.
After fourteen months of flying, studying, and dealing with thoughts of quitting.
Somehow I kept on going.
I passed my FOI and FIA written tests before starting the training. The school provided a syllabus that included proficiency at commercial air work from the right seat, followed by discussion on FOI, followed by teaching on ground, then teaching in air, and lastly an end of course evaluation.
You cover everything in the FAA AFH, FOI, and PHAK books. I read the FOI book three times, AFH once, and PHAK twice - cover to cover. I read parts of FAR and AIM to familiarize myself of where to find the information. If you read FAR 61, 91, and AIM in its entirety, you will go insane, so use it as a reference to prepare your lesson plans. For example, my lesson plan on airspace used AIM for visibilities, transponder, and speed restrictions.
I highly recommend reading all the flybetter books.
I wrote thirty four lesson plans, each covering a topic in PTS. I prepared lesson plans for PTS special emphasis areas.
I started teaching these lesson plans to my instructor, then modified them based on his input.
After you have prepared and reviewed all your lesson plans, you wonder if you are ready to go take the test. Make no mistake here. You are not ready till
1. You can pick up the CFI PTS and teach/talk about any topic in the FOI recommended way
2. You can teach from right seat, your hands reach for controls without looking, and you say the minimum words required to convey the idea
I failed the first attempt for (2)
This is the only test that the FAA conducts itself. You call your FSDO, and get a time set up with an inspector. There is no fee for the test. The test has an oral portion, and a flight test portion.
The FAA inspector I was assigned is very thorough. He goes by PTS. On the oral part, he picked up the PTS, and started discussion on the FOI topics. He asked me to go to specific FOI areas of the PTS, then explain them to him as if he was a CFI student. Then he asked me to explain weather topics from the PTS as if he was a private pilot. Then he presented a scenario to me, asking me to teach him decision making process. The scenario was to fly from a non towered airport to Logan airport (Class B), flying through C, and D airspaces, without a transponder. He asked me to include lessons on airspace, runway incursion avoidance, LAHSO, hotspots, and "anything he needs to be taught to successfully complete the flight". Then he asked me to teach him steep spirals from my lesson plan. Then he asked me to list all endorsements for a private pilot. The oral part was five hours long. We decided to stop the test and meet the next morning for the flight portion. He said that I did well on the oral portion.
Surprise: Nothing was asked about aerodynamics. I spent half of my study time on aerodynamics.
The next day, we started by looking at the aircraft books.
I prepared to take the test in two aircrafts. An Arrow for takeoffs/landings/emergency, and a Skyhawk for the rest. Tip: Do not use two aircrafts. It complicates the already complicated process.
He did not ask me much about the aircraft inspections, but instead asked me to prepare weight and balance and performance sheets for both aircrafts we were using. He asked me if there was something else that needed to be done before the flight. I told him that I had checked NOTAMs, TFRs, and weather. Then I briefed him.
We walked out to the Skyhawk, and he asked me to teach him preflight as if he was a student pilot. I taught in much detail. He remarked that if I gave so much detail to the student pilot, she will be so lost that she will not come back for the next lesson. We climbed into the plane, then I taught him how to taxi. Just before run up, he asked me why nose wheel was kept straight for run up. I had never thought about it before so I started guessing at which he said "You do not bullshit in this test. Ask if unsure!". Hence the flight portion began quite badly. Shaken by his last comment, I took off with the window open. It all became a big mess. I failed on my first maneuver (the steep spiral). I taught it wrong then kept on teaching it wrong. I was very verbose, confused, shaken, and speaking without thinking. I asked for another try and he said, "No! Lets go back to the airport. Law of primacy requires you teach it correct the first time".
I was devastated. But you analyse your mistakes then come back with much more preparation. I realized
1. All the never-ending ground work made me rusty at flying
2. I did not manage my time properly. Too much or too little detail and you are going to irritate the examiner
3. Not to bull shit. Ask, or offer to answer later
4. Asking for "another try" does not work in CFI test. Instead stop doing what you are doing wrong, explain why it did not work, and repeat the correct way.
5. Inspectors know you are nervous on the test, and they try to help you, but they will not let you use nervousness as excuse. I had to teach myself to relax (easier said than done).
I failed then changed the school. It took me two weeks to find an instructor. Then one more month training. The new instructor had me do all the air work again. We flew ten hours (1), covered ground, air, and then he endorsed me. I flew ten more hours (5) solo. I practised so much that I could reach for the controls without looking for them. I memorized all the check lists, and gained much confidence in my ability to fly at the automatic response level (4). Memorizing check list is easy when you put the steps in a flow. Automatic response is good because it makes multi-tasking easier (CFI is multi-taking to its limit).
The test was re-scheduled with the same FAA inspector. The re-test started the same way as the original test did. W&B, performance, briefing etc. Then at run up the plane did not develop enough vacuum pressure and we had to taxi back. The test was stopped before it started. There was another Arrow available, but at run up it failed the idle check. After four hours of effort, the test concluded without a result.
I scheduled the re-test three days later as I was running out of 60 day limit to pass the test. The only airplane available was at a different airport. I ferried it to the test site a night before. The FAA inspector arrived at the airport on time the next day. The school was clumsy and had not updated the aircraft maintenance books, and it took them an hour and a half to figure everything out. I was afraid that the inspector was going to leave, so I engaged him. I asked him about his work, told him about myself, introduced him to Avare and its volunteer based model. Then when I had nothing else left, I told him that he was going to taxi, and that I was going to give him a lesson on how to do that, so I did, while we were waiting for the books. All that talking gave me tremendous confidence (5) and showed him my organization skills (2). I felt that he had opened up and become much friendlier.
He started taxi, I caught him using unnecessary brakes, then asked him to visually and vocally clear at intersections. Instead of saying "clear right" on clearing right, he said clear left. I caught it. I took charge, and told him that I will show him short field take off. After the short field take off, we stared at steep spiral near 6B6 on 495. He exclaimed, "much better at doing and explaining compared to last time". Then we went to the practice area. He told me to teach him instrument scan. Then unusual attitudes, then lazy eights. I screwed up lazy eight, but stopped it at 90 degree point, gave the reason, then performed it again. He said that that was the best lazy eight he had seen in a while. Cross control stall, landing stall, four fundamentals (visual and on instruments), eights on pylons, emergency engine out. Then he took controls and had me teach him steep turns. He did some steep turns and I caught his intentional errors. I think the only maneuvers not visited were chandelle, and slow flight. He asked me to head back and teach him landing. Near the airport he started asking me random questions about systems, like "what happens to propeller pitch when oil pressure is lost". I felt like he was trying to distract me (I may be wrong) so I asked him to let me concentrate on traffic scan and that I will answer his questions later on ground (I answered the question correctly a few moments later anyway). I taught him landing. Then he took controls, and asked me to teach him soft field take off. He did not accelerate in ground effect so I caught that and he corrected. He made an unstable approach and I asked him to forward slip, then when he did not, I asked him to go around. He was still flying and I was operating the radio. The tower asked for short approach and I accepted, then I asked him to make a short approach so I can teach him that. He did everything correct and landed right at the agreed point on the runway. Then he exited the runway and asked me to taxi back to parking.
I asked him if I had passed at which he exclaimed "yes!". It was 2.3 on hobbs. My back was hurting, and I climbed out, sneaked under the wing, and laid there on my back for ten seconds to straighten it, and then I took some deep breaths.
He offered me a very valuable advice when handing over the temporary CFI certificate. He said, "Zubair, make each lesson as safe as possible, make it a repeatable process so you can go back to your family after every lesson". That is exactly what I will do.
After fourteen months of flying, studying, and dealing with thoughts of quitting.
Somehow I kept on going.
I passed my FOI and FIA written tests before starting the training. The school provided a syllabus that included proficiency at commercial air work from the right seat, followed by discussion on FOI, followed by teaching on ground, then teaching in air, and lastly an end of course evaluation.
You cover everything in the FAA AFH, FOI, and PHAK books. I read the FOI book three times, AFH once, and PHAK twice - cover to cover. I read parts of FAR and AIM to familiarize myself of where to find the information. If you read FAR 61, 91, and AIM in its entirety, you will go insane, so use it as a reference to prepare your lesson plans. For example, my lesson plan on airspace used AIM for visibilities, transponder, and speed restrictions.
I highly recommend reading all the flybetter books.
I wrote thirty four lesson plans, each covering a topic in PTS. I prepared lesson plans for PTS special emphasis areas.
I started teaching these lesson plans to my instructor, then modified them based on his input.
After you have prepared and reviewed all your lesson plans, you wonder if you are ready to go take the test. Make no mistake here. You are not ready till
1. You can pick up the CFI PTS and teach/talk about any topic in the FOI recommended way
2. You can teach from right seat, your hands reach for controls without looking, and you say the minimum words required to convey the idea
I failed the first attempt for (2)
This is the only test that the FAA conducts itself. You call your FSDO, and get a time set up with an inspector. There is no fee for the test. The test has an oral portion, and a flight test portion.
The FAA inspector I was assigned is very thorough. He goes by PTS. On the oral part, he picked up the PTS, and started discussion on the FOI topics. He asked me to go to specific FOI areas of the PTS, then explain them to him as if he was a CFI student. Then he asked me to explain weather topics from the PTS as if he was a private pilot. Then he presented a scenario to me, asking me to teach him decision making process. The scenario was to fly from a non towered airport to Logan airport (Class B), flying through C, and D airspaces, without a transponder. He asked me to include lessons on airspace, runway incursion avoidance, LAHSO, hotspots, and "anything he needs to be taught to successfully complete the flight". Then he asked me to teach him steep spirals from my lesson plan. Then he asked me to list all endorsements for a private pilot. The oral part was five hours long. We decided to stop the test and meet the next morning for the flight portion. He said that I did well on the oral portion.
Surprise: Nothing was asked about aerodynamics. I spent half of my study time on aerodynamics.
The next day, we started by looking at the aircraft books.
I prepared to take the test in two aircrafts. An Arrow for takeoffs/landings/emergency, and a Skyhawk for the rest. Tip: Do not use two aircrafts. It complicates the already complicated process.
He did not ask me much about the aircraft inspections, but instead asked me to prepare weight and balance and performance sheets for both aircrafts we were using. He asked me if there was something else that needed to be done before the flight. I told him that I had checked NOTAMs, TFRs, and weather. Then I briefed him.
We walked out to the Skyhawk, and he asked me to teach him preflight as if he was a student pilot. I taught in much detail. He remarked that if I gave so much detail to the student pilot, she will be so lost that she will not come back for the next lesson. We climbed into the plane, then I taught him how to taxi. Just before run up, he asked me why nose wheel was kept straight for run up. I had never thought about it before so I started guessing at which he said "You do not bullshit in this test. Ask if unsure!". Hence the flight portion began quite badly. Shaken by his last comment, I took off with the window open. It all became a big mess. I failed on my first maneuver (the steep spiral). I taught it wrong then kept on teaching it wrong. I was very verbose, confused, shaken, and speaking without thinking. I asked for another try and he said, "No! Lets go back to the airport. Law of primacy requires you teach it correct the first time".
I was devastated. But you analyse your mistakes then come back with much more preparation. I realized
1. All the never-ending ground work made me rusty at flying
2. I did not manage my time properly. Too much or too little detail and you are going to irritate the examiner
3. Not to bull shit. Ask, or offer to answer later
4. Asking for "another try" does not work in CFI test. Instead stop doing what you are doing wrong, explain why it did not work, and repeat the correct way.
5. Inspectors know you are nervous on the test, and they try to help you, but they will not let you use nervousness as excuse. I had to teach myself to relax (easier said than done).
I failed then changed the school. It took me two weeks to find an instructor. Then one more month training. The new instructor had me do all the air work again. We flew ten hours (1), covered ground, air, and then he endorsed me. I flew ten more hours (5) solo. I practised so much that I could reach for the controls without looking for them. I memorized all the check lists, and gained much confidence in my ability to fly at the automatic response level (4). Memorizing check list is easy when you put the steps in a flow. Automatic response is good because it makes multi-tasking easier (CFI is multi-taking to its limit).
The test was re-scheduled with the same FAA inspector. The re-test started the same way as the original test did. W&B, performance, briefing etc. Then at run up the plane did not develop enough vacuum pressure and we had to taxi back. The test was stopped before it started. There was another Arrow available, but at run up it failed the idle check. After four hours of effort, the test concluded without a result.
I scheduled the re-test three days later as I was running out of 60 day limit to pass the test. The only airplane available was at a different airport. I ferried it to the test site a night before. The FAA inspector arrived at the airport on time the next day. The school was clumsy and had not updated the aircraft maintenance books, and it took them an hour and a half to figure everything out. I was afraid that the inspector was going to leave, so I engaged him. I asked him about his work, told him about myself, introduced him to Avare and its volunteer based model. Then when I had nothing else left, I told him that he was going to taxi, and that I was going to give him a lesson on how to do that, so I did, while we were waiting for the books. All that talking gave me tremendous confidence (5) and showed him my organization skills (2). I felt that he had opened up and become much friendlier.
He started taxi, I caught him using unnecessary brakes, then asked him to visually and vocally clear at intersections. Instead of saying "clear right" on clearing right, he said clear left. I caught it. I took charge, and told him that I will show him short field take off. After the short field take off, we stared at steep spiral near 6B6 on 495. He exclaimed, "much better at doing and explaining compared to last time". Then we went to the practice area. He told me to teach him instrument scan. Then unusual attitudes, then lazy eights. I screwed up lazy eight, but stopped it at 90 degree point, gave the reason, then performed it again. He said that that was the best lazy eight he had seen in a while. Cross control stall, landing stall, four fundamentals (visual and on instruments), eights on pylons, emergency engine out. Then he took controls and had me teach him steep turns. He did some steep turns and I caught his intentional errors. I think the only maneuvers not visited were chandelle, and slow flight. He asked me to head back and teach him landing. Near the airport he started asking me random questions about systems, like "what happens to propeller pitch when oil pressure is lost". I felt like he was trying to distract me (I may be wrong) so I asked him to let me concentrate on traffic scan and that I will answer his questions later on ground (I answered the question correctly a few moments later anyway). I taught him landing. Then he took controls, and asked me to teach him soft field take off. He did not accelerate in ground effect so I caught that and he corrected. He made an unstable approach and I asked him to forward slip, then when he did not, I asked him to go around. He was still flying and I was operating the radio. The tower asked for short approach and I accepted, then I asked him to make a short approach so I can teach him that. He did everything correct and landed right at the agreed point on the runway. Then he exited the runway and asked me to taxi back to parking.
I asked him if I had passed at which he exclaimed "yes!". It was 2.3 on hobbs. My back was hurting, and I climbed out, sneaked under the wing, and laid there on my back for ten seconds to straighten it, and then I took some deep breaths.
He offered me a very valuable advice when handing over the temporary CFI certificate. He said, "Zubair, make each lesson as safe as possible, make it a repeatable process so you can go back to your family after every lesson". That is exactly what I will do.
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