Ask a Flight Instructor

Posts Tagged ‘Instructing’

Melody asks an (increasingly common!) question about Sport Pilot upgrades for instructors:

I was told by an examiner that I could get a CFI Sport Pilot rating, then add on a CFI-SE Airplane. Is this accurate?

Whenever you’re looking into adding on a rating – any rating, whether it’s adding multi-engine privileges to a private ticket, or seaplane privileges to your commercial – the first stop should be the appropriate Practical Test Standards guide. However, in this case, I pulled up the latest CFI Airplane PTS (FAA-S-8081-6C, 1.4 MB) from the FAA’s website and flipped to page 1-xi, the Additional Rating Task Table.

Of course, it says nothing about Sport Pilot, which I suppose is not that surprising; the last revision to the PTS was 2006, when Sport Pilot was still in its infancy. What’s most likely, then, is that even if you held a CFI-SP rating, you’d need to meet the aeronautical experience and certificate requirements (ie Commercial) for a normal CFI Airplane rating. At first glance, it seems like it makes more sense to just go the “standard” route and work directly on meeting the requirements to become a CFI.

Rather than spend all day trying to find the answer on Google, I called up the AOPA hotline (1-800-872-2672) to see what they knew. The person I spoke with had the same thoughts – the full CFI requirements are necessary as there is no PTS additional rating information – although he very wisely pointed out that as a CFI-SP you would be earning money and logging time, while if you were simply working towards the CFI requirements there would be no income aiding the process.

Hope you can decide on a good path, and fly safe!

Also, if any readers have first-hand information on the topic, please let us know!

From Mark, we have another question about Sport Pilot:

Does a current Private Pilot have to get a Sport Pilot rating as part of the requirements of being a CFI-SP Sport Pilot flight instructor?

Mark, the FAA has a table (pdf; it’s hard to track down!) that lists all the requirements for various SP certificates. CFI – Sport Pilot lines that are relevant to your question are here:

Training requirements:

• 150 Hours – Total
• Additional flight training requirements for each category and class.
• Sport Pilot certificate or higher
• Category and class privileges or rating

Testing requirements:

• CFI Recommendation - Knowledge test – Practical Test

So, you have to have at least 150 hours total time, and hold at least a sport pilot certificate with the appropriate category & class for the type of aircraft you will be teaching in. Aside from that, you’ll need to get a CFI endorsement and pass the knowledge & practical tests.

Scott writes:

I have the following certificates/ratings: ATP MEL, commercial helicopter, instrument helicopter, private SEL, and CFI helicopter. I am wanting to add a commercial or ATP to my SEL certificate, followed by my airplane CFI and MEI. 1st question: When I take my commercial checkride, does it have to be in a complex aircraft? 2nd question: I understand getting my ASEL CFI would be considered an add on. It is not clear to me what the requirements are for an add on. Any insight? Thanks.

Scott, the first place to look is the current ATP Practical Test Standards, FAA-S-8081-5F (pdf). There is no aircraft type requirement listed, and one of the CFIs I work with did her initial ATP checkride in a Skyhawk with fixed prop and gear. If you take a Commercial checkride, it must be done in a complex aircraft. The Commercial PTS, FAA-S-8081-12B (pdf) requires that if you add an ASEL rating to your Rotorcraft – Helicopter, you must do almost the entire checkride.

As far as the Instructor, Airplane addition goes, again we have to go to the CFI PTS, FAA-S-8081-6C (pdf) on page 36 of the pdf:

Adding an ASEL instructor rating to a RH instructor certificate.

For the addon checkride, most of the tasks have you refer to the notes under each area of operation. I won’t break it down task by task, but hopefully this will help you get started on the right path towards your new ratings.

Freddie wrote me to ask:

Hi Paul. I have waited my entire life to finally get to this point where I am able to make flight teaching my one and only. My wife has taught high school for 25 years, and that helps a great deal so now I can devote my heart, soul and mind into becoming a CFI. I will not go any further up in the career ladder. My heart is set on the intimacy of teaching. So my question is, where would be a good start for me? Where would I be needed most? Ex: Hometown? Or when I finish will I be able to teach in one or multiple airports? Thank you.

Well first off, BRAVO!  That is awesome, and I am excited for you and the career choice that you have chosen.  I wish there were a lot more pilots and people like you who value general aviation flight instruction.

One of the interesting aspects about becoming a CFI is that once you are an instructor you automatically become a small business owner.  And as in any business, you now have products to sell.  The products are 1) Aviation and 2) Yourself.  As the owner of this business you also have complete control over the development of this business.  You can decide, How many clients do you want?  What flight training market do you want to develop? and Which sales region do you want to establish your business in?

As I travel around and talk to people, it seems the area hurting the most for good quality instructors is the smaller local hometown airports.  Instructors at these airports seem to be the ones most likely to be lost to either regional airlines, corporate outfits or larger flight schools at bigger airports.  A smaller airport also has a harder time providing enough demand to keep a instructor on the field “full time”, especially if the airport is located where flying weather is very seasonal. Because of these factors, these airports are the ones most hurt by pilot shortages and lower regional airline experience requirements.

My advice to you would be to grow your business at a local “hometown” flight school.  I mean, really take control of it from top to bottom.  Work hard to create new pilots and grow your business by word-of-mouth.  A good first step would be to create a PP ground school program, advertise it heavily locally (your investment) and bring in as many new student pilots to the airport.  A ground school is a cheap and easy way for people to try out aviation.  Try and get as many of your ground school students to flight train with you as well.  Once these students have passed the private pilot rides. Simply repeat and recycle this process again.  You’ll soon have more primary and secondary clients.  You’ll also have about as much flying and business than you can stand.

I know I’m simplifying things quite a bit but I’ve had some great success using this method.  It works really well enticing a lot of non-pilots out to the airport and keeping me busy for months until I was ready to start the next ground school.

I know I’ve mentioned this book before, but I really can’t say enough about, “The Savvy Flight Instructor” by Gregory Brown, if you want to learn how to approach flight instruction as a business endeavor.  So many pilots simply look at flight instruction as a career stepping stone and not as the business of selling and promoting aviation.

I wish you all the best in becomming a CFI.  If you have any questions about flight training or aviation, you know where to ask and as always…

Fly Safe!

Rob wrote me and asked, in essense, “What do I have to do to become a ground instructor?”

Maybe it’s the economy and people are looking to utilize their skills sets but I am glad that so many people are thinking about instructing! Whether it is ground or flight instruction, general aviation needs you!

First off, there are three levels of a ground instructor certificate.  (You can reference 14 CFR 61.215)

1) Basic (BGI)- A basic ground instructor can provide the required knowledge training for a sport pilot, recreational or private pilot.  You can also accomplish the knowledge portion of the flight review test and recommend someone to take the knowledge tests (written) for one of those certificates.

2) Instrument (IGI) – An instrument ground instructor is able to provide the required knowledge training for a pilot applicant seeking a instrument rating.  Similarly to the BGI, you are also able to recommend someone for the instrument written exam.

2) Advanced Ground Instructor (AGI) – A advanced ground instructor certificate can provide the required knowledge training for any certificate issued under part 61.  That means, private, commercial, airline transport pilot, etc.

A ground instructor certificate does not require you to be a pilot or to have any other pilot experience (although it helps).  I have had quite a few instructors, both at FlightSafety and at the regional airline I worked at, who were not pilots, but had obtained their AGI.  To be honest, they were some of the best ground instructors I have ever had.

If you are a pilot, a ground instructor certificate is a completely separate certificate.  It will even be seperate from your flight instructor certificate.  A ground instructor certificate has no expiration although you can’t instruct unless within the precedding 12 months you have served as a ground instructor for 3 months or you receive an endorsement from another ground instructor or CFI that you are proficient (14 CFR 61.217).

In order to become a ground instructor you have to take the FOI (fundamentals of instruction) written test and the appropriate knowledge test either BGI, IGI, or AGI.   No oral exam is required! The best way to prepare for the knowledge test is to use a study guide like the one provided by Gleim:

Gleim Flight/Ground Instructor Written Exam Guide – The easiest, fastest, and least expensive means of passing the FAA Flight Instructor – Airplane (FIA) knowledge test

Once you pass the test(s), you can walk into your local FSDO (with an appointment), present your completed FOI and knowledge tests and walk out with a temporary airmen certificate for either a BGI, IGI or AGI.  That’s it!

Good luck with your FOI and AGI tests and have fun instructing and teach your students to always…

Fly Safe!

Steve from New York just sent me a question about how to become an flight instructor:

I want to train to be a CFI as a second career and I’m perplexed about the steps to take. I want thorough training so that I can be a professional CFI and be able train with confidence. I’m currently hold a Private with Instrument but I am not current for IFR. What should I do? I live in NYC area cost and time are important.

Well, first of all Steve, you have made a great choice to be a flight instructor.  General aviation right now is really hurting for CFIs, especially those who might make flight instruction their profession and treat the position with respect instead of just a stepping stone in a career.

If I were to meet with you and give you a career coaching path that would take you from where you are today to a CFI, here are the steps that I would recommend.  This is assuming that you have the commercial pilot time requirements met, and your goal is to instruct primary (private) students in airplane single-engine land only.

1) Find a good, experienced professional flight instructor.  Ask at your local FBO, pilot club, and airport for someone who has a few gray hairs and very flexible hours.  You’ll want someone who comes highly recommended. In order to train potential CFIs, they need to make sure they meet the requirements of 14 CFR 61.195 (h).

2) Start work on your commercial certificate ASAP.  Sit down with your instructor and go over the commercial pilot experience requirements and then set a realistic goal and the steps for completion. If your goal is to get into the right seat quickly as an instructor, just focus on your single-engine commercial license for now.  Reference 61.121 thru 61.133 for more information about the commercial pilot requirements.

3) Immediately begin work on your CFI. The requirements to be a CFI is that you are 18 yrs. old, a commercial pilot’s license and a third-class medical (for airplanes).  You’ll have to complete TWO knowledge tests.  One on FOI (fundamentals of instruction) AND an addtional flight / ground instructor knowledge test.  You can see the rest of the requirements by visiting 14 CFR 61.181 thru 61.199.

You’ll notice that I didn’t mention anything about becomming instrument current or getting a multi-engine rating.  That’s because neither of those things are necessary to become a CFI.  As long as you have a instrument rating, you will be able to get both a commercial and flight instructor certificate.  Of course, at some point you will still need to become instrument current to act as a PIC on a instrument flight plan but you can probably work your instrument recency requirements during either your commercial or instructor training.

You’re also not required to have a multi-engine rating to instruct either.  You won’t be able to instruct or fly a multi-engine airplane, but if your goal is just to instruct in a single-engine airplane, all you need is a commercial and instructor certificate (they are seperate) and a third class medical.

Once you have your CFI, you’re ready to start teaching!  A flight school will make sure you get checked out in their airplane.  Once your employed (even part-time) you may also find that the flight school will help you with your multi-engine ratings and additional instructor instrument rating so you can give instrument training.

If you goal is to become a successful and in-demand CFI, there is a great book written titled “The Savvy Flight Instructor” by Gregory N. Brown.  Great book about the business aspect of being a flight instructor.  Highly recommended read if you want to know about how to treat student pilots as customers and clients, instead of just “students”.  (I wish more schools required their CFIs to read this book)

Again, I appalaud the steps you are willing to take to become a CFI.  If you have any questions, you can comment on this post and I’ll be happy to address them.

Like always…

Fly Safe

This question comes from John who asks:

Can a CFI instruct without a medical? Under what circumstances?

Hi John.  Thanks for taking the time to submit your question.

A CFI can flight instruct without a medical as long as he is not the PIC (pilot-in-command) or a required crewmember.  To demonstrate this point, here are some examples of when a flight instructor could instruct without a current medical certificate:

• As a flight instructor during a biannual flight review (BFR)
• As a flight instructor for an instrument or commercial pilot certificate as long as no “hood” time was involved (also known as simulated instrument conditions).
• As a flight instructor in a glider.
• As an instructor during training given in a flight simulator.
• As a check airman or examiner for a test given in a flight simulator
• Ground instructing (duh)

Operations that require a flight instructor to have a current medical (at least third class):

• Private Pilot training
• Instrument training under simulated instrument conditions.  The reason?  The flight instructor is now a required crew member which requires a valid medical certificate
• [Edited] Instrument training in real IMC (unless the pilot-in-training meets the requirements to act as PIC in IMC: rated, current, recent and valid medical.)
• If giving required training for a expired BFR, a medical would be required because the flight instructor would be the PIC not the pilot seeking the BFR
• Multi-engine training when the student pilot did not yet have a multi-engine rating (even if the student pilot had a commercial license) because the flight instructor would be the PIC (which requires a medical)

Those are all the examples I can think of for now.  If you have some more examples of when a medical is or is not required for a flight instructor be sure to add your suggestions as a comment to this post.

Thanks again for asking and as always…

Fly Safe!

I have been really amazed at the timing of some of the questions I have been receiving from readers lately.  The last two questions that have been asked of me have been questions I have asked myself within the past week.  This morning’s question is a perfect example:

Paul, I’ve been teaching this gal with ADD…how do I keep her focused on a task? I’ve all but stood on my head. Thanks

I currently have a primary student who I have been working with for both the ground and flight portion of a private pilot course who has ADHD.  While every student can present unique and individual challenges, a student that has been diagnosed with Attention Deficit Hyperactivity Disorder takes careful planning to keep the student clearly focused on the daily lesson’s objectives.  The key is to treat this condition as a strength and to use that to your and the student’s benefit.  Pilot training is perfectly suited to people with ADD because it is a very hands-on type of activity.  The struggle is usually with the theory and knowledge ground portion of the course.

Here are some suggestions to help keep such a student involved and participating.  This is not meant to be exhaustive or to stereotype students who have this condition.  It will vary student to student.  These are just some of the things I have done (or do) with some of my students who have ADD:

• Use the “Demonstration-Performance Method” The Aviation Instructors Handbook taught us about the 3 teaching methods.  Don’t even bother with lecture or guided discussion.  Get them hands-on as much as possible and keep your demonstration portion short…very short.  They will learn during while performing what you quickly demonstrated.
• Do not recommend a home study course. If you do, make it a home study course they do at the airport under your supervision.
• During ground training, use visual aids as much and often as possible. Even if it is simple hand drawings and model airplanes.  Students with ADD tend to benefit from the use of visual aids.
• Provide daily challenges. This will vary student to student but you’ll have to work harder to motivate ADD students to participate.  “See if you can get a 95% on this chapter’s test.”
• For younger students, provide constant supervision. If you leave them alone to study while you work on updating your logbook (or blog) they will not be studying when you return and might appear frustrated that they are not learning the concepts.
• Stop the discussion and ask questions.  To keep this student involved in the lesson and tuned in, it will be necessary to ask questions often.  Not just to rephrase what has been discussed but for you to ask questions in a truly meaningful way so that the student has to think and prepare an answer.  If they know a question is coming, they are less likely to drift off.
• Don’t let the student give a “rote” answer. Sometimes a rote answer is easy for a ADD student to respond with but they don’t really understand the concept.  Grill them a little deeper to make sure they understand what is going on.
• Provide real world examples.  For example, when it comes to weather, print out current weather reports and forecasts and have them read back the current and forecasted weather.
• Focus on correlation. From the example above you can use that lesson to correlate the time zone lesson with the aviation weather chapter.
• Be prepared for “accelerated” training. You can (and should) introduce advanced concepts early.  Let this student work the radios, even if it is just the second lesson.  ADD students will tend to catch on to concepts very early and will enjoy the challenge.
• Let the student fly as much as possible. While they are flying, even if it is just enroute to the practice area, provide a challenge.  “See if you can keep the altitude within 50 feet out to the practice area.”
• Keep the briefs short. I would conduct pre-briefs and post-briefs just like any other student but much shorter.  Get to the point and get flying.
• Make sure they understand “fitness for flight.” I’ve had a student call me and say, “I didn’t take my medicine.  It won’t be a good day for ground school”  That is fine with me.  No reason to waste my time or theirs when no new material will be absorbed.
• Stress the use of checklists and procedures guides. You can pre-brief how to do a slow flight maneuver but make them write out the procedures and then reference that procedure guide in the airplane.

Again, this list is in no way exhaustive.   Every student’s needs and ADD severity will be highly unique.  The idea is simply to keep them interested. The other side of this coin is of course, your student may not be cut out for flying.  When it comes down to it, flying an aircraft does require intense concentration for long periods of time and that might prove to be too difficult for some severe cases.  As instructors, we like to think that we can teach ANYBODY to fly but we have to understand learning to fly comes with  limitations…the student has to be prepared and able (mentally, emotionally and physically) to learn.

I know this must be a difficult position for you and I hope that you can implement some of my ideas to help.  I am very interested in learning how this goes.

As always…

Fly Safe.

Here is a flight training question from Frank:

Recently forced to retire from an airline career due to age 60; had 22 years of military flying before that, including appx 1500 hours of instuctor time in various military aircraft.
Do you know if the FAA has changed their rules to allow the military instructor time to count toward a CFI rating? Am going to pick up the CFI, but it would be nice to cut the program down some if the FAA gives credit for the instruction time.

Hi Frank, great question.

The federal regulations dealing with flight instructor certification are listed in subpart H of 14 CFR 61.  When you read through the requirements for becoming a flight instructor, the only flight experience requirement listed is that you have 15 hours of PIC in the category and class you are going to instruct in.  The other requirements to becomming a CFI, according to 14 CFR 61.183 are:

• 18 years of age (you meet that one!)
• Read and write English (check)
• Commercial or ATP pilot (not a problem)
• Instrument Rating (you have it)
• Logbook endorsement for a written test on the fundamentals of instruction.
• Pass the aforementioned written test (the only way out of this written test is if you are already a flight or ground instructor, have a teaching certificate or you are employed as a teacher at an accredited college or university).
• Logbook endorsement saying you are competent and have instructional proficiency in stalls awareness and spins (entry and recovery)
• Logbook endorsement for the practical test
• Pass the required practical test

The other regulation that may apply here (because you are an ex-military pilot) is FAR 61.73 which allows you to take your military certificates and apply for the FAA equivalent of those certificates.  However, that is limited to the commercial pilot certificate, instrument rating and any other category and class ratings you may have as a military pilot.  There is nothing mentioned in this regulation about applying military flight instructor experience to apply for a FAA flight instructor certificate.  I can only guess at the FAA’s reasoning behind this, but I would think it has to do with the vast differences in the training mindset and cultural environment between military and civilian flight training.

I think your making a great decision to become a flight instructor.  General aviation needs flight instructors, especially those with experience and wisdom that a lifetime of career flying brings.  With a little bit of searching, you can find a job that pays pretty well too.  Granted not as much as you were making at the airlines but you won’t go hungry.

Thanks again for your question and….

Fly Safe.

This question comes from Clayton:

I am a commercial pilot, single and multi engine ratings with instrument privilages. I am also a CFI single engine land.I recently received my CFI ticket and I’m confused on if the CFI ride counts as a biannual. Regs say that any additional rating qualifies as biannual but since the CFI is a different certificate will I still have to have a biannual?

To start let’s review the regulation that discusses flight reviews, 14 CFR 61.56. If you look at paragraph (d) it states that a “pilot who has passed a pilot proficiency check does not need to accomplish the flight review required by this section.” So does a CFI checkride count as a pilot proficiency check?

The answer is No. Why? Well, because the FAA specifically says so. Not in the regulation of course (that would be too easy) but in this recently released request for interpretation on 14 CFR 61.56(D) They specifically state that:

The answer is that a successful completion of a flight instructor practical test within the preceding 24 calendar months does not automatically relieve a pilot of the requirement to complete §61.56 flight review. A flight instructor practical test is not a pilot proficiency check for a pilot certificate, rating or an operating privilege, or any other acceptable substitute for a flight review specifically listed in § 61.56(d). A flight instructor practical test is not primarily focused on piloting skills but rather on one’s instructional skills. Thus, prima facie, it does not constitute a pilot proficiency check adequate to substitute for a flight review, as specified under § 61.56(d).

One way around this however (and the FAA ruling says so) is to request from your DE that your BFR and CFI checkride be done in conjunction. Acoording to the regs, a flight review requires one hour of ground and flight training. I don’t know about you, but my CFI checkride lasted A LOT longer than one hour on both the ground and flight portion of the practical test. Just be sure that your DE puts in an additional endorsement in your lookbook that attests to the fact that you have met the requirements of 61.56.

Congratulations on your CFI. Hopefully this helps you some.

Here is the link again to this FAA interpretation.

Fly Safe!