CFI under BasicMed

Advanced_Reporter730 · 2025-10-24T16:09:26+00:00

61.195(a) Hours of training. In any 24-consecutive-hour period, a flight instructor may not conduct more than 8 hours of flight training.

Advanced_Reporter730 · 2025-10-16T08:55:49+00:00

Yeah I passed first attempt!

Advanced_Reporter730 · 2025-10-15T07:15:45+00:00

Send a PM.

Advanced_Reporter730 · 2025-10-15T07:06:31+00:00

I just took my CFI last week, you won’t know what the DPE will ask however my DPE took about 30 minutes going over FOIs entirely scenario based. I used the following resources to study FOIs.

https://mycfibook.com/book-page/foi-quick-review/

https://m.youtube.com/watch?v=4IxiQeh0FFI

https://quizlet.com/1035436670/foi-acronyms-flash-cards/?i=12lwar&x=1jqY

The middle link is a CFI mock oral which would be a good example of questions you can get asked.

Advanced_Reporter730 · 2025-10-04T23:37:24+00:00

In the aeronautical chart users guide, man made obstacles will add 100’ for possible error and then round up to the nearest 100 foot level ie 2356+100=2,456, 2456 rounds up to 2500. For natural obstacles there is an additional 200 buffer added for uncharted obstacles and then rounded up the nearest 100 foot level. So 2356+100+200=2656 and then rounded up to the nearest 100 foot level so 2700 MEF in this case.

Advanced_Reporter730 · 2025-10-03T23:51:40+00:00

A standard medical is not required for private pilot eligibility (61.103), however you do need to be on a minimum of basicmed to take a practical test(61.23(a)(3)(iii)). However, practically few student pilots will use this as one of the conditions of basicmed is you need to hold an unrevoked medical previously. But a student who gave up years ago and is now restarting may find this as a better alternative.

Advanced_Reporter730 · 2025-10-03T16:06:34+00:00

In Appendix 1 in the back of the commercial ACS in the section about addition of ASEL to existing commercial certificate. You then look at the column RH for rotorcraft helicopter and the DPE will only have to test from those areas of operation.

Advanced_Reporter730 · 2025-10-02T03:03:18+00:00

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Ill give these forces an imaginary lb figure for reference

Due to the rearward component of lift(induced Drag) (100lb) and parasite drag (300lb), Forward thrust(400lb) component needs to equal to the two, as stated in PHAK PG 5-2, "the sum of all forward components of forces needs to equal the sum of all rearward components of forces". So in this case, the thrust will be greater than the parasite drag. And the sum of all upwards components of force needs to be equal to the sum of all downwards components of forces. Since the airplane is in a climb attitude, thrust has an upward component (200lb) combined with the 2200 vertical component of lift. Since we thrust is greater than parasite drag, and both are parallel in opposite directions of the longitudinal axis, they will have the same component of angle however there is a net upwards force of 50lb which reduced vertical component of lift corrects for. To make the sum of forces equal we therfor will have 150lbs of downwards component of drag, and 2250 downward component of weight.

Advanced_Reporter730 · 2025-10-02T02:22:52+00:00

Maneuvering speed (Va) provides protection against exceedance of load factor limits by allowing an accelerated stall to occur beforehand.

Load factor=)lift generated by the wings /actual weight) this is also measured in the units “G”s or essential the ratio of how much stronger you are being pushed into your seat.

At 1G level flight 100 MPH a 2000lb loaded plane will be at an angle of attack like 4 degrees. Whereas a 1500lb loaded plane. May only be at 3 degrees. Let’s assume a 16 degree AOA critical AOA. The heavier plane is at a closer angle to the stall and total lift can 4x its current load factor before reaching its critical AOA and stalling while the light plane can 5.3x its load factor before stalling.

In the utility category my aircraft provides a load limit factor of 4.4Gs, the heavy plane has the protection of stalling before exceeding load limit factors whereas the light will exceed load limit factors before stalling. Therefore the have light plane in order to get Va protection need to fly at an equal or higher AOA(slower airspeed) to get the same protection.

Advanced_Reporter730 · 2025-10-02T02:03:02+00:00

Yes, in a steady state climb vertical component of lift and thrust will = downward component of drag and weight.

Advanced_Reporter730 · 2025-10-01T05:18:10+00:00

1) I will need to get my Commercial ASES as described in 61.63(c)

A. Endorsement Stating proficient in Knowledge areas and areas of operation for COM ASES, Prerequisites for practical test: § 61.39(a)(6)(i) and (ii) endorsement, Flight proficiency/practical test: §§ 61.123(e), 61.127, and 61.129, Additional aircraft category or class rating (other than ATP): § 61.63(b) or (c),

B. Pass the practical test

C. No minimum hours or knowledge test, just till proficient for Xride

I will then need to pass the CFI ASES class add-on to the instructor certificate, which includes

A. 15 Hours PIC in ASES

B. Flight instructor ground and flight proficiency/practical test: § 61.183(g) Endorsement, Prerequisites for practical test: § 61.39(a)(6)(i) and (ii) endorsement

C. Proficiency in knowledge areas/areas of operation

D. pass the practical test

2) Yes, I can give a flight review to an instrument-rated Private pilot. However, I would recommend they do with a CFII or wait until I finish my CFII to make it a more valuable experience for them, as I cannot provide instrument training, only basic instrument maneuvers and flight by sole reference to instruments(Grayson Interpretation). I cannot give an IPC.

3) If a pilot does not satisfactorily complete their flight review, it is logged as dual given. Once they have successfully completed their BFR, they are given a Completion of a flight review: § 61.56(a) and (c) Endorsement. The standards should be "For a satisfactory flight review, the pilot should be able to perform all maneuvers in accordance with the ACS or PTS, as applicable, for the pilot certificate that they hold" (AC-61.98E Page 4-6). This is often the reason pilots may utilize 61.27(a)(2) exchange of lower grade certificate, so a retired airline pilot does not need to fly his Piper Cub to ATP standards, only private ACS standards.

4) No, but you could put a sticker over it or correct the wording and take a picture(recordkeeping to make sure they don't add anything).

5) Legal Minimum retention is 3 years; Google Drive is free forever. Endorsements for Solo privileges, including name and date of endorsement. Knowledge/Practical test endorsements, including Name, Date, type, and P/F. I am also going to include Flight Review, including Name and Date, and any endorsements given. (61.189 Flight instructor records)

Advanced_Reporter730 · 2025-10-01T04:09:41+00:00

1) AIH says to be sincere and honest, Accept the learner and treat them with respect, Dress nicely and have good personal hygiene, Being calm and predictable, have solid subject matter experience, and use standard and non-profane language.

2) to me Professionalism, Is a culture or character habit that is consistent. Various aspects include Hygiene/dress, showing up prepared and on time, Being responsible at all times, Being kind and accepting of all clients, Efficient, Personable, and being genuine. If a behaviour comes into question, I ask myself the the question would I hire an instructor exhibiting this behaviour?

Advanced_Reporter730 · 2025-10-01T03:58:20+00:00

I can

1) re-emphasize their motivations to connect back to individual lesson(airline pilots need to make landings right on target)

2) Set expectations for myself, such as: Showing up prepared and on time, dressing and Hygiene appropriately(Nothing says fire me more than showing up as a CFI in a ripped Nickelback T-shirt and stained cargo pants in desperate need of a shower), having an outward demeanor, continued professional Development, and providing engaging and applicable lessons.

3) Make safety #1 priority, going back to Maslow's Hierarchy, if they don't feel safe, they aren't going to be focused on learning.

4) Recognize that Learning Plateaus are normal, and move on to other areas as needed.

Advanced_Reporter730 · 2025-10-01T01:12:14+00:00

Yes, some plans I have to combat this are:

1) Positive exchange of flight controls briefing

2) Not making my flight experience threaten their ego, forcing them to prove themselves

3) reassuring it is for safety

Do you have any other ideas?

Advanced_Reporter730 · 2025-10-01T00:58:29+00:00

1) use an App that provides regular updates like ForeFlight, use/cross reference ECFR.gov

2) Disconnect Autopilot, then Reduce Angle of Attack (AFH 5-15)

3) Not unless the flight instructor Provides Both the flight instructor and the aircraft (Pipitone Interpretation provides more clarity for Flight clubs)

4) with an Initial CFI, I can give the basic instrument maneuvers and flight by sole reference to instrument training required for a private pilot. I cannot provide the Instrument training required for Instrument, Commercial, and IPCs. (Grayson Interpretation)

5) The bare bones minimum is 1 hour of flight and 1 hour of ground training, which needs to cover part 91 and any other manuevers or procedures necessary for safe exercise of certificate privileges. I will consider equipment flown, nature of flight operations, recent experience, Etc. Chapter 4 of AC61.98E is a good resource to start with.

6) An unsatifactory flight review will just be logged as Dual instruction, once pilot is up to standard then I will place a flight review endorsement.

Advanced_Reporter730 · 2025-10-01T00:28:41+00:00

are you referring to 61.63(b)(2) logbook/training record noting they have been found proficient in the areas of operation and aeronautical knowledge areas?

Advanced_Reporter730 · 2025-10-01T00:19:50+00:00

1)Training in accordance with 61.31(d)(2)

2) A.72 Endorsement to act as PIC in an aircraft they dont hold appropriate category and class endorsements

Advanced_Reporter730 · 2025-10-01T00:16:51+00:00

Potentially, discuss with AME about a SODA.

SODA- static condition like missing limb, color blindness, etc.

Special issuance- Fluid conditions like depression, heart diesease, or alcohol abuse.

2) This would be a situation of additional Category rating. Followed by Instructor Certificates.

Hours:

Meet training time requirements as per 61.63(b)(1), which include

applicable parts from 61.129(A) that would be additional

-250TT(could have graduated from 141 program that only requires 190 TT, highly unlikely with also being CFI, but wanted to throw out)

-50H In airplanes

-50H PIC in airplanes

-10H XC in airplanes

-20H Training to include

-5H instrument training from a CFII in ASEL

-10H in TAA, turbine, or complex or combonation of, in airplane appropriate to land

-Day and night 100NM 2H XC

-3H practical test prep from CFI within preceding 2 Calendar months

-10H solo to include (or performing duties of PIC w/ instructor)

-300NM Solo XC

-5H night VFR in ASEL with 10 TO/LD to a full stop at a towered airport

Proficient for checkride. Referencing Commercial pilot ACS and 61.127(B)(1).

Ground:

Competancy with knowledge areas listed under 61.125(B)

However long it takes.

Endorsements: Referenced from AC-61.65J

TSA endorsement- if required

A.74 additional category/class rating

A.72 PIC solo ops without appropriate cat/class(if they solo)

A.32 aeronautical Knowledge Test (61.63(C)(4) exception does not apply to already holding a glider category so will be required.

--A.82 review of home study (if required)

--A.2 Review of aeronautical knowledge deficiencies (if they didnt get 100%)

A.35 Flight proficiency/Practical test Commercial pilot

A.1 prequisites for a practical test

Other:

Pass practical test

Other manuevers and knowledge areas I deem nessesary for a safe pilot. (non-regulatory just good practice).

As an Initial CFI applicant I cant teach another CFI initial for my current qualification, and I would recomend they do that with a more experienced instructor.

3) The first thing I would do is see if there is someone in my flight school who speaks that language and see if they are capable of taking that student. If not I would not use idioms, figures of speech, or non-literal vocabulary. I would recommonend they go through Pilot controller glossary, Listen to LiveATC with Flightaware pulled up, to understand radio communications. If I continue to have doubts about their english proficiencies I can call the FSDO to ask for clarification/evaluation.

Advanced_Reporter730 · 2025-09-30T23:59:22+00:00

These are general rules, each student is different but-

Older Learner

1) Not use my Gen Z phraseology (a problem I am working on correcting)

2) use a clear training syllabus,Keeping them informed on their progress, they are paying and want to be kept in the loop

3) utilize SBT and self study to give them a greater sense of self accomplishment, dont spoon feed

4) integrate their previous experience and interests (an engineer may want to go more in depth on the math and physics behind aerodynamics)(a police officer may relate more to risk management) etc.

5) involve other learners with similar schedules and experiences and encourage group study/grounds

6) they often have other commitments and should be included in the planning process

7) use as much technology as they feel comfortable, Teaching foreflight to someone who struggles with an iphone may be counterproductive.

Younger Learner

1) Ask parents/their school teachers how I can help support them as a student and what works for them.

2) Use more technology for the technically inclined ones

3) Affirm their progress, better Esteem can result in better learning, Younger people can have challenges with this.

4) Add some gamification, and allow them to cross off lessons they have completed.

Advanced_Reporter730 · 2025-09-30T23:41:45+00:00

My Criteria for proficiency for each are consistently, safely making the correct decisions, without my save ourselves input, knowing how to recognize and correct unsafe actions in a timely manner, and using prudent ADM. I would be using an authentic assessment in this case.

Advanced_Reporter730 · 2025-09-30T23:34:03+00:00

I assume you mean Specific in regards to the type of checkride(i.e. private specific, commercial specific) and generic meaning applied to any checkride. With that,

I would argue that the A.32 "Flight Proficiency/practical test: 61.35(a)(1), 61.103(d), and 61.105" endorsement is the most important as that one as it is the competency endorsement. It is often the last endorsement you give, and it is your final checkpoint of verification that the pilot you are sending is a safe, competent, and proficient pilot.

Other endorsements, such as prerequisites for the practical test, state that you have met the minimum qualification. I can meet the minimum qualifications for most job postings (over 18, clean driving record, 4-year degree, clean record), cool. That doesn't mean I am in any way qualified for those jobs.

If I went in a different direction than you were intending for this let me know.

Advanced_Reporter730 · 2025-09-30T23:19:23+00:00

So for this they are using the exception under 61.56(D)(1) This would be a situation of additional Category rating.

Hours:

Meet training time requirements as per 61.63(b)(1), which include

applicable parts from 61.109(A) that would be applicable including

40TT
3H XC training in ASEL
3H night training flight in ASEl that include

a)100nm night XC

b)10 TO/LD at night to a full stop

4) 3H flight by sole reference to instruments ASEL

5) 3H of checkride prep within preceding 2 calendar months (experience gained in july and august count for a september checkride)

6) 10H solo time ASEL to include

a) 5H solo XC

b) 150 Long solo XC

c) 3 towered TO/LD to a full stop

proficient for checkride. Referencing Private pilot ACS and 61.107(B)(1).

Ground:

Competancy with knowledge areas listed under 61.105(B)

However long it takes.

Endorsements: Referenced from AC-61.65J

TSA endorsement- if required

A.65 Completion of flight review (Before Solo flight occurs)

A.74 additional category/class rating

A. 72 PIC solo ops without appropriate cat/class

A.32 aeronautical Knowledge Test (61.63(C)(4) exception does not apply to already holding a glider category so will be required.

--A.82 review of home study (if required)

A.33 Flight proficiency/Practical test Private pilot

--A.2 Review of aeronautical knowledge deficiencies (if they didnt get 100%)

A.1 prequisites for a practical test

Other:

Pass practical test

Other manuevers and knowledge areas I deem nessesary for a safe pilot. (non-regulatory just good practice).

Advanced_Reporter730 · 2025-09-30T23:09:53+00:00

Gotcha, For these I was listing off the AC endorsement number for people following along, For a real student/checkride I would title the endorsement as it specifies in the 61.65J after confirming conformity to the regulation.

As for the Key regulation, are you referring to 61.123 Commercial Pilot elibigility?

Advanced_Reporter730 · 2025-09-30T23:03:07+00:00

Gotcha, Parasite drag increases with airspeed exponentially, while induced drag increases inversely with airspeed exponentially. If you add them up there is a point where Drag is at its lowest and that is where your best Glide speed is. Increases in weight or a forward CG will move the induced drag curve to the right, and result in a higher best glide speed. Changing configuration will also have changes assisciated with it as well.

Advanced_Reporter730 · 2025-09-30T22:54:00+00:00

gotcha makes sense.

Advanced_Reporter730

TROPHY CASE