I am now officially an instructor
03-31-2007, 01:17 PM
#1
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Joined APC: Jun 2006
Posts: 3,966
I am now officially an instructor
Thought I would let you know that after 6 months of flying after work as much as possible I have finished my private multi, instrument, commercial multi, commercial single, multi engine instructor, single engine instructor in that order!
My MEI as initial was Thursday and my single engine add-on was this morning. I really wanted to finish my II before I move back to MA on monday night but the examiner has no availability.
I start work on wednesday at a great flight school in MA and I am really looking forward to sharing what I have learned and learning myself.
This site has been a big research help in the process..
ok...that is all, OUT
My MEI as initial was Thursday and my single engine add-on was this morning. I really wanted to finish my II before I move back to MA on monday night but the examiner has no availability.
I start work on wednesday at a great flight school in MA and I am really looking forward to sharing what I have learned and learning myself.
This site has been a big research help in the process..
ok...that is all, OUT
03-31-2007, 04:13 PM
#4
DisplAAced
Joined APC: Mar 2006
Position: EMB-145 FO
Posts: 638
Two words for ya - Defensive positioning. You're going to use it a lot with the 0 timers. Your CFI instructor drilled it into you for a reason. Have fun. You'll learn more in the first month of instructing than you did in the 6 months it took to get your certificates.
03-31-2007, 08:08 PM
#7
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Joined APC: Jun 2006
Posts: 3,966
I did all of my training at an FBO at Mclellan Palomar Airport (KCRQ) in Carlsbad, CA.
I am not sure what you mean by the CFI minus the MEI...do you mean what did I do for my CFI single engine add-on checkride?
If that is what you meant
1 hour oral
explained (did not teach)
chandelle, lazy 8, 8's on pylons
V speeds of the airplanes and weights
1.2 flight consisting off
short, soft takeoff and lndg
go around
chandelle
steep turn
emergency landing (simulated)
8 on pylon
slow flight, power on/off stalls
OR....did you mean, was it rough doing my MEI as my initial..
If that is what you meant..then No, it wasnt rough at all. I have 120+ hours of current ME time and around 15 hours of current SE time, so it just seemed like the logical choice to me
I am not sure what you mean by the CFI minus the MEI...do you mean what did I do for my CFI single engine add-on checkride?
If that is what you meant
1 hour oral
explained (did not teach)
chandelle, lazy 8, 8's on pylons
V speeds of the airplanes and weights
1.2 flight consisting off
short, soft takeoff and lndg
go around
chandelle
steep turn
emergency landing (simulated)
8 on pylon
slow flight, power on/off stalls
OR....did you mean, was it rough doing my MEI as my initial..
If that is what you meant..then No, it wasnt rough at all. I have 120+ hours of current ME time and around 15 hours of current SE time, so it just seemed like the logical choice to me
03-31-2007, 08:59 PM
#8
Gets Weekends Off
Joined APC: Feb 2007
Position: CFII MEI
Posts: 331
Ok wow - ok so you did your initial CFI (like the big dealio) in a twin huh? I am going to ATP to do my trio... and thats what they are going to have me do there as well.
What did you do your initial in?
John
What did you do your initial in?
John
04-01-2007, 05:57 AM
#9
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Joined APC: Jun 2006
Posts: 3,966
I did my initial with the FSDO in a Beech Duchess and the single engine add-on in a one filthy two.
please dont make fun of me folks...I have NEVER done a chandelle or a lazy 8 in anything other than a 152...
Hopefully to add to my credibility of having never done commercial maneuvers in a complex airplane, I have done a fair amount of aerobatics and upset recovery in citabrias.
On that note actually..since a chandelle is the same princible regardless of the airplane being flown, it should be no different if it is in a J-3 cub or if it is in a P-51 mustang right? Of course a little different rudder pressure because of the increase in left turning tendencies and the fact that the P-51 would gain around 1,500 feet of altitude. Just curious because I will be teaching commercial maneuvers in an Arrow (non turbo)
please dont make fun of me folks...I have NEVER done a chandelle or a lazy 8 in anything other than a 152...
Hopefully to add to my credibility of having never done commercial maneuvers in a complex airplane, I have done a fair amount of aerobatics and upset recovery in citabrias.
On that note actually..since a chandelle is the same princible regardless of the airplane being flown, it should be no different if it is in a J-3 cub or if it is in a P-51 mustang right? Of course a little different rudder pressure because of the increase in left turning tendencies and the fact that the P-51 would gain around 1,500 feet of altitude. Just curious because I will be teaching commercial maneuvers in an Arrow (non turbo)
04-01-2007, 06:04 AM
#10
Gets Weekends Off
Joined APC: Jul 2006
Posts: 1,857
On that note actually..since a chandelle is the same princible regardless of the airplane being flown, it should be no different if it is in a J-3 cub or if it is in a P-51 mustang right? Of course a little different rudder pressure because of the increase in left turning tendencies and the fact that the P-51 would gain around 1,500 feet of altitude. Just curious because I will be teaching commercial maneuvers in an Arrow (non turbo)
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