Hello,
I am a graduate of the ATP "Total CFI" program, so I thought I'd chime in with my experience. The biggest difference between ATP's program and the more traditional route is completing the initial CFI in a twin. Having said that it wasn't too bad of a checkride. The oral was about 2 hours long and covered all the required tasks from the PTS. I was asked to prepare and deliver a lesson on the factors effecting Vmc and further discussion on twin-engine aerodynamics.
The airplane part was easier than the oral, because I had full confidence in my ability to fly the Seminole. The oral was more nerve-racking because of the amount of material that you are required to know. One thing that did set my mind at ease a little bit is that the oral was essentially open-book. So, bring all the materials that are in the CFI PTS reference section. (This is even more important if you go to the FSDO. The FAA is only interested in the ACs, Handbooks and other items in the PTS. As far as they are concerned they are the ONLY applicable publications. Gliem, Jeppesen, King, etc... are basically N/A. Same stuff, but not written in "FAA lingo".)
Back to the checkride, after a by-the-book preflight we departed the field and did a set of steep turns, slow flight, stall series, MCA. (He asked me to only "teach" if I was instructed to do so by him. otherwise just fly.). After the basic airwork was complete he had me teach/demonstrate a shutdown, secure drill. After the engine was caged he had me make two 90 degree turns in opposite directions. Maneuver complete, he did the re-start. He did the talkin' on the radio and gave me a heading to fly toward a small field nearby "homeplate". Had me execute a normal touch and go. On X-wind he pulled the engine. did the drill, flew the pattern to a single-engine landing until 100' above and he said, I had both engines available. Completed the touch and go. Around again, engine failure on downwind. Same drill to another touch and go. Now, it was under the hood to a Localizer approach. Failed the engine outside the FAF, completed the drill and landed single-engine. Completed the after-landing checklist. Taxi to the ramp, shutdown. As I climbed out he says. " your practical test was satisfactory" Yippie! The next day I did my CFII in the same airplane with the same DPE. Did a hold on the LOC, some airwork, timed/compass turns, partial panel unusual attitude recoveries. Then a single-engine ILS (partial panel) followed by a full-stop LOC (partial panel) at homeplate. Same statement as above from the DPE. Whew! I thought I flew like crap, but within standards. I was pretty tired and the examiner added that the toughest thing to do in aviaiton is fly a light twin IFR/partial panel. Concur with that!
Returning to my point of origin I had a couple of flights in a Cessna 172 to review Commercial/PPL maneuvers and a quick 1.0 for the single-engine add-on. Oral was pretty straight-foward but in depth on the AC addressing stall-spin awareness/avoidance. Examiner had me do couple spins, including one to a heading on the checkride. A non-event really, 172 is a very docile airplane in the stall/spin flight regime. Examiner was basically cool, but he tried to rattle my cage a little, but I think thats part of the drill to ee if you can handle a little pressure.
Best of luck to you in getting your CFI...
Regards,
ex-Navy Rotorhead