Ask a Flight Instructor

CFI Resume

cgwlangelier — Thu, 19 Feb 2026 13:43:56 +0000

Good morning all! I am a new CFI and am working on building out my resume. I have done some Google searches, but am wondering if anyone has any good resources, templates, etc. to make this the best resume ever!

Thanks!

Chris

TIAS

Mackey — Wed, 24 Sep 2025 04:34:51 +0000

Any CFI’s out there who have flown the 1959 C-172?

The POH describes many of the airspeeds as TIAS, which I assume is True Indicated Air speed.

So now what? Is a pilot supposed to figure out each flight what the indicated airspeed converted to True airspeed is?

It also does not have any emergency checklists to follow. Could a Pilot copy one from a later model and change the V speeds? Can this be done and be FAA acceptable for the purpose?

Logging Time question

scruffdog93 — Tue, 10 Jun 2025 15:39:44 +0000

I’m flying a King Air E90 at a skydiving DZ, right seat. I am a CMEL IR pilot with high performance and high altitude endorsements, and can legally fly the plane solo, and have flown the same plane PIC at a previous job. At the DZ I sit right seat, run radios, checklists, scan for traffic, etc. how do I log this time? Just total time? SIC? The aircraft is not required to have a second crew member so I’m confused on the reg regarding SIC time. Thanks in advance.

PIC time Allocation 91/135

MJ2016 — Mon, 09 Jun 2025 18:10:48 +0000

Hello,

I am hoping to get clarification on accurate time logging, could you please provide a straightforward explanation of how PIC (Pilot in Command) time should be allocated post-flight, specifically focusing on the Second-in-Command (SIC)?

I am particularly interested in the nuances related to:

When an SIC is the sole manipulator of the controls.
The impact of the SIC being PIC type-rated on the aircraft.
How an SIC’s Part 135 qualification checks (specifically holding only a 135.297 vs. both a 135.297 and 135.299) affect their ability to log PIC time under Part 91 versus Part 135 operations.

Any help is appreciated!

How to Unlearn Flaring Too Early After Flying a Solo?

Oren — Fri, 30 May 2025 06:58:14 +0000

I have already done 5 solo flights and have 85 hours flying Cessna 172, but recently I flare too early resulting in heavy landings. I have tried to unlearn this with my CFI, but it doesn’t seem to work. What can I do to unlearn flaring too early?!

PPL Written Test

pilotjeff — Mon, 12 May 2025 03:30:51 +0000

For all the CFI’s out there, what are you using to Prep your learners for the PPL written test?

Endorsements

nick737 — Thu, 08 May 2025 18:48:53 +0000

What endorsements are needed going from ppl single engine sea to ppl single engine land?

FAA or Jeppesen Instructor Handbook?

Donovan — Sun, 27 Apr 2025 20:21:05 +0000

Is there any difference between the FAA’s and Jeppesen’s publication of the Aviation Instructor Handbook? Im finding the free FAA version to be difficult to comprehend the abstract concepts of psychology due to sub-standard writing, structuring, and flow.

Im still dedicating time to going through the book and create notes and flashcards but was hoping to see if anyone had any insight if Jeppesen’s version was better created and easier to digest.

Thank you.

FEALX SID, KFLL. Accelerate to 250 knots

MBA320 — Fri, 28 Mar 2025 12:36:13 +0000

On the FEALX SID out of FLL, it indicates to accelerate to 250 knots. Normally in a C or D 91.117 limits us to 200 kts within 2500′ or 4 NM. However, closer look at 91.117, specifically paragraph (b), says “Unless otherwise authorized or required by ATC….”
My question is does the note on the SID constitute an “authorization” to accelerate before the normal 2500’/4nm limit. Looking to the AIM, 4-4-12, paragraph (k) also implies ATC can authorize it (assuming you are not under an overlying Class B. In this scenario at KFLL, you are not under a B). I’ve already searched the FAA legal interpretations, and came up empty. Obviously the conservative answer is to simply wait then accelerate, and in many airliners it is somewhat moot because you’re just accelerating around the 200 kias mark around the 2500′ level anyhow; but I’m looking for any definitive answer (outside of asking FAA legal). Thanks in advance for taking the time to think about this!

Soliciting Feedback on Radio Call at NTA

Dutch — Sun, 09 Mar 2025 21:15:10 +0000

Looking for feedback from CFIs and their students:

If you were flying patterns at Hondo Regional (a non-towered airfield) and heard the following radio call, what path would you expect that aircraft to fly? “Hondo traffic, Texan 21, 3000 feet overhead the field, descending for left traffic runway 31, Hondo traffic.”
Same question except “Hondo traffic, Texan 21, 3000 feet overhead the field, descending direct left base runway 31, Hondo traffic.”

A few months ago, I posted a similar question regarding position reporting flying simulated engine-out patterns at a NTA. Thanks to those who responded. Looking back, I think this is a better way to ask the question.

IFR Equipped vs IFR Certified

Bruce Mamont — Thu, 30 Jan 2025 15:12:28 +0000

A scenario: the TCDS for an airplane (in this case an 8KCAB) is silent on certification for VFR or IFR. The AFM states “VFR-only”. It is equipped iaw 91.205(d) and flown by a current IFR-rated ASE pilot. Can the airplane fly on an IFR clearance? 91.205 implies it can, but does the “VFR-only” in the AFM prohibit IFR flight or only flight in Instrument Meteorological Conditions? If operated in IMC on and IFR-clearance with the AFM VFR-only restriction, what regulation has been violated?

Citations, please.

Radio calls during power off 360 at NTA

Dutch — Sun, 26 Jan 2025 18:37:46 +0000

I am a military T-6 (TEX2) instructor and occasionally fly simulated forced landing patterns at non-towered airfields. I typically arrive over the airfield/intended landing point 3,000’ AGL then fly a 360 degree steep descent to a short final. This maneuver is described in JO 7110.65 (PCG). I believe the civilian equivalent is the 360 degree power-off landing once required of commercial pilot candidates, and described in previous editions of the Airplane Flying Handbook. An example of my arrival radio call is “Smithville traffic, Texan 25, a military T-6, 10 miles west for simulated forced landing, runway 17, Smithville traffic.” My call overhead the field is “Smithville traffic, Texan 25, 3,000’ overhead, left simulated forced landing pattern, runway 17 Smithville traffic. I have also experimented substituting the overhead “simulated forced landing pattern” call with the following: 1. “descending for left traffic,” 2. “left descending spiral,” 3. “Left 360 degree power-off landing,” and our military call which we use at towered airfields, 4. “High key.” My base/final calls are similar to civilian calls.

My question is this: In your opinion, which of these overhead calls would best communicate with other pilots in the pattern? Also, I’m open to other suggested calls.

Emergency Descents

Boxrdan — Mon, 13 Jan 2025 22:13:54 +0000

While brushing up on emergency descents, from all resources (textbook, POH, YouTube, online ground schools), I can’t seem to find anything documented or at least favored when it comes to performing such maneuver at either a constant bank of 30-45 degrees in the form of a spiral, the descending turns from left to right while maintaining a constant airspeed, or a straight dive (for lack of better term) down to the deck at a constant speed. I recognize that the nature of the emergency has a factor (engine fire, wing fire, cabin smoke). However, I have yet to find any cited references, even from the FAA airplane flying handbook, that dictates the course the maneuver (spirals, left to right, or dive). Am I digging too deep in this? Is this just a case by case? Or someone’s (or CFI’s) go-to preference? Any and all views and opinions would be helpful!

Logging cross country time

ppl Pilot — Fri, 10 Jan 2025 06:12:59 +0000

Can i log the whole flight time as cross country time?

My cross country flight plan is as below:

KRHV – E16 – KHAF – KRHV

KRHV to E16 is 18.5nm

E16 to KHAF is 50.5nm

KHAF to KRHV is 34.3nm

Or i can only log xc time for the E16 to KHAF leg?

Thanks ahead.

Instrument Training in Tandem Aircraft

John Short — Wed, 18 Dec 2024 18:40:50 +0000

Hello, I recently got an experimental Cub with an IFR panel that includes a G3X, GNC355, G5 and a GMC305 autopilot controller. I have no NAV radios. I understand that I will be limited to RNAV/GPS approaches but my home airport has several such approaches and airports in the training area also have many of these as well. I have several questions. Are any GPS approaches considered equivalent to a Precision Approach as required for the checkride? I have a tandem seating setup with no instruments in the back. Do you think any instructor would be willing to instruct in such a plane? Since I have a perfectly good airplane I really don’t want to have to pay for time in another aircraft if I don’t have to. In addition, I really want to learn my avionics and it seems that training in a plane with a completely different panel would be kind of a waste of time.