Warbird Information Exchange

I am starting my CFI training, and would like to hear any suggestions anyone has. I have done the written test and now need the oral and flight portion.
I'd like to make it as quick and less expensive as possible.
I think I have found a good instructor who teaches at Boulder part time.
One question is which airplane or planes to use. Should I use the one I fly all the time, my Be 36 TC or should I start in something not turbocharged to save some wear on the engine. I think I'd prefer to take the test in a plane that I have 600 hours in, but not sure.
A T-34 would be perfect , but I don't have one anymore.

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Bill Greenwood
Spitfire N308WK

I'd go with the aircraft you are most comfortable in - otherwise the money you save might mean extra flight training which might cancel out the savings. Also, it sounds silly to say this, but make sure you know ALL of the systems well, and by their FAA "headings" in the PTS. For example the environmental system... which is the only system I missed on my initial try after four hours of talking, because I forgot that that fancy name equaled our heaters and air ducts on the lowly 172RG.

Ryan

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Aerial Photographer with Red Wing Aerial Photography currently based at KRBD and tailwheel CFI.
Websites: Texas Tailwheel Flight Training, DoolittleRaid.com and Lbirds.com.

The horse is prepared against the day of battle: but safety is of the LORD. - Prov. 21:31 - Train, Practice, Trust.

I would be very hesitant to use a turbo charged big bore engine during a CFI checkride. I will get abused.
Having taken an initial CFI checkride and If it were my B36TC and I had to pay for the maintenance I wouldn't do it.
Remember you will be doing all the private and commercial air work and maneuvers and to top it off for some of the test the examiner will be doing the flying while you "instruct". It will be harder to keep control of how the powerplant is operated when your hands are not directly on the controls.
While I can sympathize with your desire to control costs by using an asset you already own what does it save you if the training damages your engine?
The likelihood of something happening is, in truth, very small but again if I were paying for the maintenance I wouldn't. Just my opinion.

If you take the checkride in the B36TC - you can always establish ground rules for the FAA guy... it's not his plane, it's yours. It just has to be worked out with the examiner before the flight. That's what my old boss always did before they used his B95 Travel Air.

Ryan

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Aerial Photographer with Red Wing Aerial Photography currently based at KRBD and tailwheel CFI.
Websites: Texas Tailwheel Flight Training, DoolittleRaid.com and Lbirds.com.

The horse is prepared against the day of battle: but safety is of the LORD. - Prov. 21:31 - Train, Practice, Trust.

I assume it's still a valid option to split the checkride between two aircraft: do the bulk of the ride in something simple such as a C-172 (1.2 hours) and then demonstrate the remaining maneuvers in the complex bird of your choice (0.3 hrs).

Many people shy away from talking with the FAA (or designee), however a polite call to the pilot you anticipate conducting the check might help best figure out what will work best in getting you through the process as quickly and painlessly as possible. Who knows, that person might even appreciate your inquiry.

Ken

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"Take care of the little things and the big things will take care of themselves."

Yes it's still valid, and that's probably an even better option.

Ryan

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Aerial Photographer with Red Wing Aerial Photography currently based at KRBD and tailwheel CFI.
Websites: Texas Tailwheel Flight Training, DoolittleRaid.com and Lbirds.com.

The horse is prepared against the day of battle: but safety is of the LORD. - Prov. 21:31 - Train, Practice, Trust.

Guys, thanks for the advice. I had not thought of some of the pitfalls. If someone asked me about an "environmental system" in my plane my first thought would be to laugh at them like a guy who calls a used car as pre owned or people that still believe in the WMD balony.
And I know that the FAA ALWAYS takes themselves very seriously and wants everyone else to.

I don't have any idea who the final examiner will be yet. I just think I have a good CFI. I don't ordinarily talk to the FAA, better not to go poking under rocks in west Texas if you know what I mean.

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Bill Greenwood
Spitfire N308WK

As Ryan alluded, the checkride must be conducted per the Practical Test Standard (PTS). I'll assume you have one, but if you don't, be sure to obtain one.

Does it contain everything you need to be a good CFI? No, but it contains the list of maneuvers, tolerances, and topics (using FAA terminology ) that may appear on the check. No matter how good your instructor is, don't take his word for what will be on the checkride, simply use the PTS as your guide. Over the years that has proven to be true in the pursuit of any new rating. If he teaches items above and beyond the PTS, then it's a bonus for you.

Good luck & I hope you enjoy the training.

Ken

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"Take care of the little things and the big things will take care of themselves."

Truer words were never spoken.
This holds true for all checkrides.
I am still amazed at the number of students and instructors who don't get a copy of the PTS.
Back when I was teaching full time I had one for each type of ride all marked up and dog eared. I made my student get their own so they could get a handle on exactly what was expected and the standards that had to be met. Never had a student surprised on a checkride.

Bill, my only word of advice on going forward for your CFI is preparation. You can never be too prepared.
If you can find some guinea pigs that you can practice "teaching" on that is quite helpful.