Flight Instructor Endorsements
Notice Number: NOTC8054

The FAA recently received the following email message from a stakeholder external to the FAA. The email read -

“I was contacted by an applicant for an Initial CFI in the XXX FSDO with an issue regarding the newly released Touchdown Autorotation Proficiency Endorsement. Per the applicant, he had never received any training in the performance of a touchdown autorotation. When the DPE arrived to administer the practical test, the DPE questioned the CFI applicant about the training he had received to obtain this endorsement. The applicant advised he had never received this training, so the DPE would not accept the endorsement.

Once the DPE advised the training school that he would be doing a touchdown autorotation during the practical test, the DPE was advised that the school did not have insurance to conduct this maneuver, so the practical test was cancelled.

It was at this time the DPE began investigating why a school would provide this endorsement without actually conducting flight training for the touchdown autorotation. He was advised that the XXX FSDO told their DPEs that this training could be conducted either by ground or flight.

We believe this was not the intent of the endorsement process.”

The FAA would like to reiterate to flight instructors, training schools, and designees, that this training is not intended to be conducted by ground training only. There is a proficiency component to this training in which the flight instructor attests to the applicant’s competence in these tasks. In order to accomplish this, the flight instructor issuing this endorsement must have flown with the applicant in order to make that determination.

For more information related to flight instructor practical tests in helicopters, refer to FAA-S-8081-7B (with Changes 1, 2, & 3). You can find the most recent copy of this document at https://www.faa.gov/training_testing/testing/test_standards/media/FAA-S-8081-7B.pdf.

As a reminder, this is no different from the requirements outlined in 14 CFR § 61.183(i) for airplanes and the stall/spin endorsement. Flight instructors, training schools, and designees preparing someone for the airplane flight instructor practical test, or conducting the practical test, should refresh themselves on this requirement.

Thanks for the help with this and if you have any questions please do not hesitate to contact the Airman Training and Certification Branch at (202) 267-1100.

Private Checkrides:  Not to much progress made in correcting the issues described earlier this year.  Oral wise, Weather still seems to be the biggest issue and a number of applicant don't know how to recover from a spin.  Flying issues:  Several recent applicants have had problems demonstrating slips.  Continuing problem areas are crosswind take off/landings, as well as, correctly doing a soft field landing.

Commercial Checkrides:  Orals.  Weather issues as stated earlier this year continues to be a weak spot and new to the list is Aircraft System knowledge. Since we don't have to test in complex airplanes any more, most applicants are showing up in fixed gear Cessna and Piper products.  All that is great and all but I have discovered that we may have forgotten to review the systems of the airplane we've been flying in a lot.  I've been told a lot of goofy stuff.  Did you know the turn coordinator is powered by the static system in a new 172 or that carburetor heat on a Warrior is electric?  All new to me.

Flying:  Over all I have had several great applicants! The flight portion is pretty easy if an applicant has had good training.  Of the checkrides that have not ended successfully, the common factor was they where not prepared in accordance with the FAA's Airplane Flying Handbook and the ACS. For example, one applicant did the Lazy 8s with adding and reducing power as the airplane climbed and descended. 

Multi Engine Checkrides:  We've had pretty good progress on previous errors (like feathering the wrong prop).  One trend that has reared its ugly head, is not following (or even using checklist).  One applicant failed to insure the gear was down before landing.  It could have been caught if he used his checklist. 

Instrument check rides:  Oral:  Weather knowledge, RNAV Chart procedures and missed approach procedures.  Flying:  Holding, Circling and missed approach procedures.

Initial CFI check rides:  Just call me.  There's not enough space on the internet for me to cover that.

Helicopter Checkrides:  Overall, not much to complain about.  See my past posts for a good review.  Instrument helicopter rides.  I have the same issue on instrument airplane as I do instrument helicopter (except for the circling procedures).

Call if you want to discuss in more detail.

We've been hearing about it for months and it is finally out! N8900.485 -   Removal of Designated Pilot Examiner Geographic Limitations and Other Restrictions
 
Per the Notice, Geographical Limitations and other Restrictions removed becomes effective Oct 2, 2018.
 
Here are a few Specific point that will affect all DPEs.
 
a. No Geopgrapic Limitaions:  With a few restrictions, a DPE may test anywhere in the US or its territories.
 
b.  Initial Flight Instructor Tests: Initial CFI applicants may contact the DPE directly to schedule an initial CFI check ride.  Note:  The DPE must have the authority to conduct initial CFI rides. 
 
c. Number of Tests Allowed Daily. DPEs  are allowed to conduct up to three tests per day without additional approval and that there will be no limit on the number of retests that can be conducted per day. Initial tests, discontinuances, and continuations are all considered practical tests. There is no limit to the number of administrative applications a DPE may process in a calendar-day (e.g., foreign pilot applications, second-in-command (SIC) type rating applications, student pilot application reviews, etc.).
 
If you have any questions, please do not hesitate to give me a call