US Customs & Border Patrol Pilots
11-30-2008, 07:16 PM
#281
Gets Weekends Off
Joined APC: Jan 2006
Position: Spartan
Posts: 3,652
Got the offer from CBP but the offer from UPS came first...more money, bird in hand, etc.
12-01-2008, 06:08 AM
#283
Line Holder
Joined APC: Oct 2008
Posts: 62
DUSTOFFVT, how long did it take from Interview to FLETC? I see for BYEBYEAIRLINES is aprox a year. Trying to get the feel of an "average" timeline, if there is such a thing.
12-01-2008, 04:43 PM
#284
Sequester bait
Joined APC: Jul 2007
Position: UH-60, AS-350, C-550
Posts: 273
Interview 11/07
Tentative Offer 1/08
Whiz quiz 2/08
Fletc 7/08
BI complete exactly 20 minutes before graduation 9/29/07!!!!
12-01-2008, 05:45 PM
#285
Line Holder
Joined APC: Oct 2008
Posts: 62
12-02-2008, 01:54 PM
#287
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,839
I took my flight check in June. Not real sure how much I can remember. I know we took off and did a full non-precision approach with a missed and hold. They wanted to see a proper entry. Did some air work which included stalls, steep turns, slow flight, and simulated engine failure. Came back and performed an ILS with a go around. Had to fly a proper traffic pattern and then land. I believe that is most of the check. Hope it helps. Be prepared to act as though you are single pilot. No help with radios, etc...Good luck to all.
He said that it came in 3 parts.
1) Oral. Mainly covering Part 91 operations. He used O2 requirements for an unpressurized aircraft as an example of a question he was asked. Coming from the military tactical community - he said that he spent quite a bit of time preparing for this part of the interview.
2) Panel Interview. Standard HR type of questions to include TMAAT, TMWYWD, and he was asked to tell them about a time that he BROKE a rule. He said that he doubts that they would believe that you truly never broke a rule and he picked a time in the military when he violated assign altitude blocks in order to enhance safety. Also - he was even given some situational law enforcement type of TMWYWD question. He used the example that if you and your partner were chasing a perp and your partner was injured would you leave him and continue to chase the perp. Of course one only has to watch TV to know that if you leave your partner that you will be caught alone in a dark alley and be ambushed - so the safe answer is HELP YOUR partner
3) Checkride. Don't worry about not knowing anything at all about a C206/C210. He said that they give you the briefing and let you know exactly what you will be doing and in what sequence. Since you know what approaches are planned, they let you take some time to study up on which approaches you will be executing.
He was asked to check the WX and to file the flight plan which they give to you with all the information that you need. He was also asked if he knew how to use some FAA website to electronically file the flight plan and get a wx briefing? He didn't know what they were talking about (and neither do I). He told them that he would just call the 1-800-wxbrief and they was satisfied with that answer. If you know how to use this FAA website they mentioned I imagine that it would look good.
You take off from their hangar at OKC (Will Rogers) and fly out to a 'working area'. There you will do Basic Airwork type of maneuvers to include - steep turns, stalls, slow flight, unusual attitudes (less than +/- 10 degs of the horizon for him) and eventaully he did the first part of an engine out scenario (think aviate, navigate, communicate). During this flying - he was only expected to handle the power and the comms. The checker handled everything else.
Oh - btw - be sure and set up everything that you can for the first approach while on the deck PRIOR to taking off. My friend did this and the check pilot commented that he was surprised that so many pilot's didn't do this and then got behind the airplane when they were done with the BAW portion of the flight.
They proceeded to some other airport - not OKC - and did an entry into holding, followed by an ILS. There are numerous airports in the vicinity so he didn't remember which one it was - but take a look at the airports around OKC within about 30 minutes flying time and maybe you can narrow it down. After the missed approach on the ILS they headed back to OKC for a VOR approach. The MDA was near the pattern alitiude so at the MAP he continued S&L down the runway and eventually made a crosswind turn, then the check pilot took the controls and flew the pattern for the approach and landing.
CHECKRIDE OVER
He did mention that he felt that there was not one normal checride flow and from what we have already read on this very thread there seems to be different approaches to the same problem.
Hope this helps in some small manner.
USMCFLYR
12-02-2008, 05:17 PM
#290
Owner
Joined APC: Oct 2006
Position: TC-12B (SELRES)
Posts: 304
He was asked to check the WX and to file the flight plan which they give to you with all the information that you need. He was also asked if he knew how to use some FAA website to electronically file the flight plan and get a wx briefing? He didn't know what they were talking about (and neither do I). He told them that he would just call the 1-800-wxbrief and they was satisfied with that answer. If you know how to use this FAA website they mentioned I imagine that it would look good.
I think you are talking about these???
www.duats.com
www.duat.com
www.fltplan.com
They are all sites in which you can file your flight plans through the internet. It will even show up in the military bases' clearance delievery, but you might hear something back from base ops if you don't use DD-175. I use fltplan.com all the time at work and when going down to SELRES in NGP, since we fly on the weekends and base ops is closed. Works great when taking off VFR and picking up the IFR enroute.
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