1.  Explain how one obtains a student pilot certificate.

2.  What are the requirements for a flight review?  You are conducting a flight review for a commercial pilot who hold both airplane and helicopter ratings.  Can you do the flight review?  If you do the flight review in the airplane can this pilot still fly the helicopter or does he need another flight review?

3.  Explain how Vx and Vy change with altitude?

4.  Do you you the same indicated airspeed landing at Denver as you would landing at Tampa?  Why does our landing distance increase with the increase in altitude?

In flight.........

1.  Stall recovery procedures

2.  Chandells

3.  Cross wind take off and landings

4.  Simulated engine failure procedures.

5.  Eights on Pylons.

6.  Slips

​I focus on the basics for CFI check rides.  Note, these are the same weakness' I see in private and commercial applicants.  If these items are weak on the private and commercial rides, its reasonable to think flight instructors are weak in teaching these.  Lets spend some time focusing on these things.  Thanks!

Imagine flying to your destination airport only to discover the only runway is closed or the VOR the instrument approach is based on is out of service.  Surprise!  Now what?  Is there anyway you could have prevented this surprise in the first place?  Sure!  Check the NOTAMs.   Ask your self how will the NOTAMs change today flight.

Now imagine getting yourself within 5 to 10 miles of destination.  As you level off from your descent and add power the engine doesn't respond to the throttle input.  You run though the engine failure checklist and to your horror you discover you're out of fuel.  Why did that happen?  Was it because you miss calculated the fuel burn, not lean the engine(s) or not check the fuel caps after the last refueling.  Statically fuel starvation and fuel mismanagement are the number one reason for engine failure.  Have you ever compared what the airplane actually burned versus what you calculated for the flight?

Its a -30C day in January and you're shooting the ILS 18 approach in LSE.  Three quarters down the ILS ATC calls you and say N1234 Low altitude alert, check altitude...........  Why did that just happen?  How could you have prevented that from happening?  Clue.  What does the snowflake mean on the IAP?  What do you do with that knowelege?

Folks, Knowledge is power!  Not only will it help you pass a check ride but it will keep you from being an accident statistic.