When you do stalls on your CFI checkride, be sure to ask if you're teaching to private pilot standards, or commercial standards, because the CFI PTS doesn't specify, and the PPL ACS says to recover after a full stall, and the CPL ACS says to recover at the first indication (usually, the horn) or a full stall, whichever the examiner specifies. The PPL and CPL ACS also says you have to establish a stabilized decent first. Once your in a ~500fpm descent with flaps full and airspeed at your approach speed, then you just bring the nose up like you're going around but forgot the power. And finally, when you're cleaning up, full power, 1 notch of flaps retraction right away, but every notch of flaps retracted after that should be done without losing altitude. So, wait a few second until you have energy in the form of either airspeed and/or altitude, and then retract another notch of flaps, and then verify you're still climbing. The reason for this is you're simulating approaching the runway, you're 50-150 feet AGL, and you stall. Now you're trying to recover without hitting the fast-approaching trees. You're clearing trees by 10 feet - you can't afford to lose altitude due to retracting flaps.
A rough rule of thumb on teaching back pressure in steep turns: just apply ailerons and rudder first to start the turn, and as you pass through approximately 30-degrees bank, that's usually about when you should start applying back pressure and focusing on where the horizon is "slashing" through on the dashboard (i.e. picking a sight picture, gluing it, and then looking at altimeter to see if that sight picture is working for you or if it needs to be adjusted). You can also add in maybe 50-100RPM power (on a fixed-pitch prop) to maintain airspeed during the turn. I don't know how much manifold pressure that would be for your 210. Maybe 1"? Students need things quantified for every step of every manuever. Like "put in 2 or 3 swipes of trim" as opposed to "put in a little trim up". Or "set power to 20 inches" instead of "add some power."
Nicely put. But i would suggest maybe also its better to pay attention to the VSI first instead of the altimeter. Because the VSI is faster in indicating to you if you are climbing or descending.
Good Lord I hate checkrides... just the whole typical attitude of the DPE, “like yeah I’m an FAA badass” . We get it . We pay you extraordinary amounts to look for us to *potentially* make mistakes... I always get more comfortable once I’m in the air but geez, the anticipation of the potential amount of questions (especially in my upcoming CFI initial checkride ) is just an overwhelming feeling lol!!
I didn't really learn how to do a chandelle. Need the key points of the maneuver. where is my pitch at maximum? What bank angle do I utilize in the beginning and when do I begin to roll out of the bank and what do I do with my pitch for the last 90? What about rudder useage and which direction will need more rudder and why.
Interesting choice to do cfi check ride in a centurion. I know it's your plane, but any instruction you do will be in a simple airplane, not a complex one.
Just makes it that much easier. Don’t forget commercial pilots need a complex or taa enforcement so he most likely will be doing some instruction in complex
Power up, prop up, mixture up….. shouldn’t you be fully configured before ? If you add full power with the prop not at the proper pitch you are not making full power which is what you would need in real life if you stalled. Also, mixture full rich, prop forward case of a go around.
![ПОЛНАЯ ИСТОРИЯ ЭКЗОРЦИЗМА [Топ Сикрет]](http://i.ytimg.com/vi/qBySr6Bt0B8/mqdefault.jpg)
When you do stalls on your CFI checkride, be sure to ask if you're teaching to private pilot standards, or commercial standards, because the CFI PTS doesn't specify, and the PPL ACS says to recover after a full stall, and the CPL ACS says to recover at the first indication (usually, the horn) or a full stall, whichever the examiner specifies. The PPL and CPL ACS also says you have to establish a stabilized decent first. Once your in a ~500fpm descent with flaps full and airspeed at your approach speed, then you just bring the nose up like you're going around but forgot the power. And finally, when you're cleaning up, full power, 1 notch of flaps retraction right away, but every notch of flaps retracted after that should be done without losing altitude. So, wait a few second until you have energy in the form of either airspeed and/or altitude, and then retract another notch of flaps, and then verify you're still climbing. The reason for this is you're simulating approaching the runway, you're 50-150 feet AGL, and you stall. Now you're trying to recover without hitting the fast-approaching trees. You're clearing trees by 10 feet - you can't afford to lose altitude due to retracting flaps.
A rough rule of thumb on teaching back pressure in steep turns: just apply ailerons and rudder first to start the turn, and as you pass through approximately 30-degrees bank, that's usually about when you should start applying back pressure and focusing on where the horizon is "slashing" through on the dashboard (i.e. picking a sight picture, gluing it, and then looking at altimeter to see if that sight picture is working for you or if it needs to be adjusted). You can also add in maybe 50-100RPM power (on a fixed-pitch prop) to maintain airspeed during the turn. I don't know how much manifold pressure that would be for your 210. Maybe 1"?
Students need things quantified for every step of every manuever. Like "put in 2 or 3 swipes of trim" as opposed to "put in a little trim up". Or "set power to 20 inches" instead of "add some power."
Great notes...especially about being specific.
Nicely put. But i would suggest maybe also its better to pay attention to the VSI first instead of the altimeter. Because the VSI is faster in indicating to you if you are climbing or descending.
Thanks for these videos, always great to see
Nice job Dan! Looks like you are ready for the check ride.
Good Lord I hate checkrides... just the whole typical attitude of the DPE, “like yeah I’m an FAA badass” . We get it . We pay you extraordinary amounts to look for us to *potentially* make mistakes... I always get more comfortable once I’m in the air but geez, the anticipation of the potential amount of questions (especially in my upcoming CFI initial checkride ) is just an overwhelming feeling lol!!
I didn't really learn how to do a chandelle. Need the key points of the maneuver. where is my pitch at maximum? What bank angle do I utilize in the beginning and when do I begin to roll out of the bank and what do I do with my pitch for the last 90? What about rudder useage and which direction will need more rudder and why.
Interesting choice to do cfi check ride in a centurion. I know it's your plane, but any instruction you do will be in a simple airplane, not a complex one.
Just makes it that much easier. Don’t forget commercial pilots need a complex or taa enforcement so he most likely will be doing some instruction in complex
Power up, prop up, mixture up….. shouldn’t you be fully configured before ? If you add full power with the prop not at the proper pitch you are not making full power which is what you would need in real life if you stalled. Also, mixture full rich, prop forward case of a go around.