Ive done a lot of initial CFI check rides in that last 2 months.  The good news is they all did pretty well over all.  Some of the weak points......

1.  Aircraft systems.  (AOO III,  Task C)

2.  Slips to a landing  (AOO VII, Task G)

3.  Lazy Eights (AOO IX, Task D)

4.  Spin recovery Knowledge (AOO XI, Task G).  Yes, I know if you have the endorsement I don't have to have you do spins but it doesn't stop me from asking about spins.  The problem has been with knowing the proper spin recovery procedure and why we do it that way.

5.  Systems and equipment malfunctions (AOO XIII, Task B)

Just a few items to note lately....

Preflight:  Draining fuel.  Several applicants have not been draining from the fuel strainer (aka gasgolater).  When asked about it they claim they didn't know about it.  Its on the Cessna preflight checklist under NOSE, Item number 2.

Some of the older Cessna airplanes may have a belly drain.  It was an option in some of the 1978 models and also available by STC.  This is the lowest point in the fuel system.  If there is water or crap in the fuel system it can be found here.  On the 1997 and newer Cessnas there are at least 13 fuel drains.  Oh, please drain plenty of gas, not just a little bit. If the gas is clean you can dump it back into the tank.  Otherwise dispose of it per your flight school or airport policy.   

I have also noticed people not moving the flight controls during the walk around.  Please check the freedom of movement.  They should move smoothly.  Also listen for any noises.  I once found a frozen pulley just by the sound the cable made as it ran over it.

On the Before takeoff checklist and checking the flight controls.  Please box the yoke/stick checking all four stops for smooth operation and correct operation (thumbs up, aileron up).  Also check the rudder for freedom of movement.  People have been doing a good job with the yoke/stick but forget the rudder.

Before takeoff briefing:  The briefing is a good idea but I have been noticing that they are getting longer and longer.  So Long as I don't think they are really what you would do  Question, have you ever actually practiced all those things you say you would do?  Im guessing not.   In the event of an engine failure at 200 feet are you really going to establish best glide, shut off the fuel selector, pull the mixture, extend the flaps, declare an emergency, turn off the master and mags, crack the door open and tighten the seat belt?  Have you even tried doing this?  

My VFR takeoff briefing is simple.  "I will rotate at XX, climb at XX (Vy).  If I have a problem I will abort.  In the air I will push the nose down and establish best glide and hit the softest thing in front of me."  I am mostly focusing on flying the airplane.  If you are doing all that other stuff, your focus will not be on flying the airplane and that's where it should be!  Bob Hoover once said..."Fly the airplane as far into the crash as you can."

Aviation News Talk.   Max Trescott

Ask the A&Ps.  AOPA

Opposing Bases.  Mostly discussing ATC and other subjects 

Flight Safety Detectives.  Three retired NTSB investigators discuss accidents and aviation safety

Clear Approach.  Mayo Clinic.  Discuss' Aviation medical issues. 

Non Aviation related.

The way I heard it.  Mike Rowe

All are available on your favorite Podcast player.

I've been doing a bunch of initial CFI check rides lately.  While most are doing well I have had a few problem areas.  

1.  Area of Operations (AOO) III, Task C: Operation of Systems.  The Object is to determine the applicant exhibits instructional knowledge of the elements related to the operation of systems, as applicable to the airplane used for the practical test, by describing the following systems:.....  (I won't list them here.)  The problem has been describing the systems as it relates to the airplane being used.  Some applicants have not been describing the system on their airplane but of another.  Other applicants have done a rather poor job of actually describing the system in general.    I like to combine this task with AOO XIII, Task Systems and equipment Malfunctions.  This is a required Task and the PTS requires the applicant to exhibit instructional knowledge of at least five of the equipment malfunctions appropriate to the airplane used for the test.  A typical question to cover both Task might be:  "Explain the electrical to a student pilot.  Explain the indications of an alternator failure and the procedure to follow."

2.  AOO XI, Task G Spins.  The FAA allows a DPE to accept a log book endorsement attesting the applicants instructional competency in spin entries, spins, and spin recovery.  This doesn't prohibits use from asking a few questions about the subject.  I usually ask about a situation that could lead to a spin and then ask about the spin recovery procedure.  Most CFI applicants and spit out the PARE procedure but several have difficulty discussing the "why" behind each item.  For example.  Why do we have to bring the power to idea?  Why must the ailerons be neutral?  My question is, If we can't explain the reasons why we do these things, are we demonstrating instructional competency?

3.  AOO XII Basic Instrument Maneuvers.  No big issues here except that this AOO is with the applicant flying under the hood or Foggles.  Note item number 3 in each Task requires the applicant to demonstrate and simultaneously explain the maneuver solely by reference to instruments from an instructional standpoint.

Short answer, Yes!  I prefer to give you the "Hometown Advantage".  The FAA requires us to have a private, comfortable area to do the oral and internet access to connect to IACRA.  There may be an additional fee to cover time and travel expenses but we can talk about that before you schedule.

Here it is the end of February 2022!  Where did time go, heck, where did I go?  Well the answer is two fold.  First the spring and summer of 2021 got real busy with work, check rides and teaching.  I was booking up almost a month in advance.  Looking back, I was too busy.  Then in September of 2021, I  got hit with a dose of reality, I had a hiccup with my medical.  I was temporary grounded for 3 months while I dealt with my health and FAA medical.  For a guy that, on average, spends over 700 hours/year in the air, that was hard to be grounded.  The good news is I got my medical and am back flying, working and doing check rides!

Private and Commercial

First the good news!  Orals have been going pretty well.  Where I have been seeing issues is with flight planing and performance.  If you are going to use Foreflight or Garmin, you may want to know how things a calculated.  I had one applicant show me 3 different flight plans. One from foreflight, one from Fltplan.com and one he did on his own.  There was 20 minutes difference in the time enroute and 9 gallons difference in fuel burns.  I ask why such a big difference and the applicant had no idea.

Now on to the flying.  The number one issue with the private and commercial checkrides has been landings.  We've been too high, too low, too fast and too slow.  I've been bounced, porpoised and slammed on to the runway.  Often times touching down sideways with no crosswind correction.  Rather than re-write the Airplane Flying handbook, I'll just refer you to it.  Review Chapter 8 and you may want to make note of the "Faulty Approaches and Landings" section.

Helicopter Checkrides.

Having a good year so far.  The only hiccup was an applicant that failed to lower the collective at the start of an autorotation.  Most helicopter POHs have you enter a practice autorotation by lowering the collective and then closing the throttle.  NOT the other way around.  When you close the throttle first, rotor RPM drops quickly.   (Note, refer to your POH, there are some helicopters and some situations that require the pilot to slightly reduce throttle as you lower the collective.)

Instrument ratings and CFI-Instrument

Biggest problem has been altitude control.  I blame most of this on distractions.  Keeping a timely scan and not fixating on something too long should fix this.  For example, when setting up an instrument approach and programing the GPS, some pilots spend too much time setting up the GPS and not scanning the flight instruments as often as required.  This leads to sloppy flying and altitude, heading and/or course excursions.

The applicant is Pilot in Command during a checkride, and the DPE is really acting as a passenger and likewise can only help the applicant with stuff that a non-pilot passenger could do.  The DPE "passenger" could look for traffic, hold a chart or iPad or maybe grab something from the backseat.  However, the DPE "passenger" can't help with operation of aircraft systems, look up approach plates, teach/coach or help you fly the airplane. 

In the eyes of the FAA, DPEs are observers.  They are  observing your actions and how they comply with the ACS.  There are a few checkride exclusions that do happen.  For example, the DPE may fly the airplane when the applicant is putting on a view limiting device or maneuver the aircraft around traffic when you are under the hood but that's about it.

Anytime a DPE intervenes for safety of flight issues, the DPE has to issue a Notice of Disapproval.   For example, extending the Flaps above Vfe, trying to take-off with full flaps extended or has to recover the aircraft from a messed up maneuver.  The DPE also can not allow an applicant to break any regulations.  Examples would be,  flying into Class B, C, or D without authorization, allow you to bust VFR requirements or land without a clearance.

Yes, It's been awhile since I've posted.  I lost the password to this website.  Oh well, I'm back.

I know most of you reading this are looking for the checkride gouge or what issues I'm seeing on checkrides.  Here it goes.....

Private and Commercial ASEL:  Take-offs:  Lack of Crosswind control.  Landings: crosswind control, unstable approaches (usually to fast), landing on the nose-wheel and failure to land on the desired touchdown point with in ACS requirements.

Instrument:  Oral:  Lost com procedures,  DME arc procedures, and knowledge of your avionics.  Flight:  Busting DA or MDA have been big issues and failure to maintain course within 3/4 when inside the FAF. 

Multi Engine:  Failure to maintain aircraft control in either heading, altitude or airspeed.  I've posted on this before so I recommend reading those other post.  I had 4 commercial applicants violate airspace last year.  This can only be attributed to a loss of Situational Awareness, most likely brought on by checkride stress.  Relax, Breath and fly the airplane.

Helicopter:  These rides have been doing pretty well lately.  Some of the weak areas on both the Private and Commercial level have been Airspace, Weather and cross-country planning.

I'll post on the CFI ratings later.

Lately, I have been seeing a number of bad landings.  Bouncing, porpoising, wheelbarrowing and hard landings. According to the AOPA Nall Report, landing accidents make up the largest category of pilot-related accidents. Fortunately, they have some of the fewest fatal accidents.  Most of the land accidents can be solved by flying a stabilized final approach and then correctly executing the flare.  

Most of the problems I'm seeing is the approach being flown to high and to fast.  This leads into floating down the runway.  Rather than doing a go-around, some people have been forcing the airplane on to the runway.  And that's where the excitement begins.  Usually it starts with a bounce followed by a push on the yoke witch results with a landing on the nose wheel, followed by some porpoising action.

Another issue is that some instructors have been emphasizing hitting the desired touchdown spot at all cost.  So imagine a nice, mostly stabilized, approach but it looks like we will miss the desired touchdown spot by maybe 100 or so feet.  So what does the pilot do? He doesn't flare and we hit the ground in a level pitch attitude on all whee wheels, usually pretty hard.  Some pilots even shove the nose forward to be sure to hit the spot. Sure we hit the spot but is this an acceptable way to land an airplane?  

A number of landing accident have occurred from what I have described above.  (just go to YouTube for some wonderful videos)  May I offer the following help.  Number one, if it doesn't look or feel right, go around.  Number two, never force the airplane on to the runway.  Number three, if you do bounce or porpoise and can't fix it correctly immediately, go around.  Number four, fly a stabilized approach.  Number five,  flare correctly with the power off and touch down on the main wheels first.  Hold the nose up as long as aerodynamically possible.  

Flight Instructors.  Start with teaching a stabilized approach and correctly exicuting the round out and flare attitude.  The nose wheel should should be a good foot or two off the runway when the main wheels touch down.  After this has been mastered, then put more emphasis on the touch down point.

Last comment on landings.  What is the difference between the short field landing and the soft field landing?  Technically, two things.  One, on the soft field landing we add power in the flare (provided everything else is correct) to basically transition to slow flight.  This will reduce the descent rate and allow us to touch down on the main wheels with the nose high at a minimum airspeed and rate of descent.  Two, don't use the brakes.  You will note in the ACS, there is no touch down spot or accuracy requirements for the soft field landing.  From a realistic standpoint (not an ACS requirement), I teach to touch down within the first third of the runway when doing a soft field landing.