Finished my CFII (long post)
11-16-2007, 01:48 PM
#1
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Joined APC: Jun 2007
Position: Piper, right side
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Finished my CFII (long post)
It's been a busy past three days, but my CFII is done!! I took the written on Wednesday, a 4 hour oral exam on Thursday, and an hour and a half checkride today (friday).
I am guessing some of you will be interested in the oral, so I will give you a rundown. We started off with how to determine whether or not an airplane is approved for IFR flight. Then we dived into instrument currency and how to maintain it. He gave me a few strange scenarios to see if I REALLY knew 61.57. He then asked what is required for an IPC (listed in the instrument PTS). He asked to see my outline of what I would do in an IPC (so have one ready).
Then, we moved onto cross-country planning. We started out with how do we get from KCMI - KSPI (direct or airways). Then, we discussed what an airway is, what does it guarantee us? What about those altitudes? What do they all mean (MEA, MOCA, OROCA, MAA, MRA, MCA, etc.)? What is a TEC? How do we know if we have one for that route of flight?
We spent a good amount of time on how to get a clearance (clearance delivery, FSS, RCO, calling ATC) and the different kinds of clearances (know what a popup clearance is and how to get it).
The next biggest chunk of the oral was about departure procedures. Know the difference between a SID and an ODP. Specifically, know when an ODP exists (if an obstacle penetrates an obstacle clearance surface, which is a surface starting at 35' above the departure end of the runway and up at a 2.5 slope). Know that we are expected to climb to at least 400' at a 200 fpnm climb before we make our initial turn.
Next, we talked about STARs and why they exist (reduce frequency congestion and organize incoming traffic).
As you can expect, we discussed IAPs in detail. Know the different segments of an approach (initial, intermediate, final, and missed), and what points define them. Know the difference between a FAF and a FAP. Where is the FAF on an ILS? Why do we start a timer on an ILS approach at the OM? What is a compass locator? What can be substituted for an outer marker? A middle marker? When can we descend below DA? When can we descend below MDA? What if we have the ALS in view? When do we go missed? What do we do when we lose sight of the airport while circling? What is a circling approach? Can you land straight in? What is a timed approach?
Then, we started getting into technical stuff. How does an NDB work? An ADF? A VOR? What are the 4 components of an ILS? How does the localizer/glideslope work? What is the width of a localizer signal? What is an LDA and SDF? What is LPV? WAAS? How wide are the different GPS courses for different parts of flight (enroute/oceanic, approach, terminal)? How do the 6-pack instruments all work (be able to explain it to a 7th grader).
After that, we discussed weather. Where are freezing levels published? What are the different types of fog and icing, and how are they formed? What are all the sources you could go to for thunderstorm info? What is a weather depiction chart? What is EFAS? What altitudes can you get it?
We ended the oral with me teaching basic attitude instrument flying. Know control/performance and primary/supporting techniques. Also know the three fundamentals of instrument scanning (cross-check, interpretation, and control). Be able to explain different scan techniques and the instruments you would use for different phases of flight.
As far as the checkride... We did an instrument takeoff (simulating 0/0), and he took the controls for an ILS done via RV. I had to walk him through everything, and he played really dumb. Remember to stay as far ahead of the student as possible and try to let them know what is coming up. Don't just talk them through what's going on now. I then walked him through getting established in a hold, and he did a lap around. I took over, and we actually did unusual attitudes while holding (kind of weird). We finished up with a VOR/DME approach via an arc, partial panel.
It has been an exhausting three days, but it is over. Time to get some sleep.
I am guessing some of you will be interested in the oral, so I will give you a rundown. We started off with how to determine whether or not an airplane is approved for IFR flight. Then we dived into instrument currency and how to maintain it. He gave me a few strange scenarios to see if I REALLY knew 61.57. He then asked what is required for an IPC (listed in the instrument PTS). He asked to see my outline of what I would do in an IPC (so have one ready).
Then, we moved onto cross-country planning. We started out with how do we get from KCMI - KSPI (direct or airways). Then, we discussed what an airway is, what does it guarantee us? What about those altitudes? What do they all mean (MEA, MOCA, OROCA, MAA, MRA, MCA, etc.)? What is a TEC? How do we know if we have one for that route of flight?
We spent a good amount of time on how to get a clearance (clearance delivery, FSS, RCO, calling ATC) and the different kinds of clearances (know what a popup clearance is and how to get it).
The next biggest chunk of the oral was about departure procedures. Know the difference between a SID and an ODP. Specifically, know when an ODP exists (if an obstacle penetrates an obstacle clearance surface, which is a surface starting at 35' above the departure end of the runway and up at a 2.5 slope). Know that we are expected to climb to at least 400' at a 200 fpnm climb before we make our initial turn.
Next, we talked about STARs and why they exist (reduce frequency congestion and organize incoming traffic).
As you can expect, we discussed IAPs in detail. Know the different segments of an approach (initial, intermediate, final, and missed), and what points define them. Know the difference between a FAF and a FAP. Where is the FAF on an ILS? Why do we start a timer on an ILS approach at the OM? What is a compass locator? What can be substituted for an outer marker? A middle marker? When can we descend below DA? When can we descend below MDA? What if we have the ALS in view? When do we go missed? What do we do when we lose sight of the airport while circling? What is a circling approach? Can you land straight in? What is a timed approach?
Then, we started getting into technical stuff. How does an NDB work? An ADF? A VOR? What are the 4 components of an ILS? How does the localizer/glideslope work? What is the width of a localizer signal? What is an LDA and SDF? What is LPV? WAAS? How wide are the different GPS courses for different parts of flight (enroute/oceanic, approach, terminal)? How do the 6-pack instruments all work (be able to explain it to a 7th grader).
After that, we discussed weather. Where are freezing levels published? What are the different types of fog and icing, and how are they formed? What are all the sources you could go to for thunderstorm info? What is a weather depiction chart? What is EFAS? What altitudes can you get it?
We ended the oral with me teaching basic attitude instrument flying. Know control/performance and primary/supporting techniques. Also know the three fundamentals of instrument scanning (cross-check, interpretation, and control). Be able to explain different scan techniques and the instruments you would use for different phases of flight.
As far as the checkride... We did an instrument takeoff (simulating 0/0), and he took the controls for an ILS done via RV. I had to walk him through everything, and he played really dumb. Remember to stay as far ahead of the student as possible and try to let them know what is coming up. Don't just talk them through what's going on now. I then walked him through getting established in a hold, and he did a lap around. I took over, and we actually did unusual attitudes while holding (kind of weird). We finished up with a VOR/DME approach via an arc, partial panel.
It has been an exhausting three days, but it is over. Time to get some sleep.
11-17-2007, 03:34 AM
#4
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Joined APC: Jun 2007
Posts: 30
Congrats on the checkride. Sounds like you got a thorough one. I have a question about this:
I know the reason, but is this considered standard practice now? Or has it been standard practice and I just didn't notice?
Originally Posted by DaveYoung
Why do we start a timer on an ILS approach at the OM?
11-17-2007, 07:31 AM
#5
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Joined APC: Jun 2007
Position: Piper, right side
Posts: 28
I guess a better worded question would be when do we start the timer and why?
When - Wherever the time is measured from (usually the OM). The reason it wouldn't just be the FAF on an ILS is because the FAF changes every time. The FAF on an ILS is simply where you intercept the glideslope on the FAC. Most approaches have a Maltese cross at the outer marker, which is generally the FAF for a localizer-only approach.
Why - To identify the MAP in case we lose glideslope, and if the MAP is not identified by DME.
When - Wherever the time is measured from (usually the OM). The reason it wouldn't just be the FAF on an ILS is because the FAF changes every time. The FAF on an ILS is simply where you intercept the glideslope on the FAC. Most approaches have a Maltese cross at the outer marker, which is generally the FAF for a localizer-only approach.
Why - To identify the MAP in case we lose glideslope, and if the MAP is not identified by DME.
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