10,000 Hours off the Ground.

Of the 17439 days I have been alive, there have been 418,527 hours up until 3 pm today. Of those hours, 10,000 of them my feet have been off the ground in general aviation aircraft. What I have been doing up there has been a mix of flight training, flying on my own or with friends and family as a pilot, flying as a flight instructor for others, or providing practical tests for people finishing a phase in their own training.

This equates to 2.39% of my life.

I know there are lots of other people who do or will have more flight time than me, and honestly, not all of this time for me is “logged” because I don’t log time when I am acting as an examiner. But it really just felt like a milestone moment today.

The best part is that I still am completely in love with the feeling of leaving the earthly bounds. I love being in the air, looking down at this amazing planet we get to all share.

I am still amazed at how for literally thousands of years people dreamed of flying, and somehow we have the fortune of living in a time when doing so is fully achievable. And it isn’t something is limited to just a few of the super-rich in the world. A large number of people get the opportunity to experience flying as a passenger. Less, but still a pretty darn significant number of people get to fly aircraft on their own and professionally as a job.

What an amazing thing. There are so many worse jobs in this world I could be doing. So having done it for, now 10,000 total hours of defying gravity flying time, I thought it was special. It is a very unique and rewarding opportunity I get to have every time I get to fly. And I can’t say thanks enough to my parents who let me start this process, my instructors who helped me along the way, and each and every person who I have had the opportunity to share the sky with being a part of all the memories.

Now. Time to do it some more!

Oh, and I just had to post this shadow landing my wife caught today when we came back to the ground.

 

TSA Account Required for ALL CFIs?! (Effective November 1, 2024)

A TSA interim rule has transitioned to a final rule under 14 CFR 1552 that has some changes that are relevant to EVERY CFI who is actively engaged with providing training. One of those items is the requirement as of November 1, 2024 that any CFI providing flight or ground training must have a TSA provider account.

This was historically applicable for training providers who provided training with non-U.S. citizen students, but an account is now required for ALL CFIs, even if they only provide training to U.S. citizens.

The TSA defines a “flight training provider” as:

“(a) Any person that provides instruction under 49 U.S.C. subtitle VII, part A, in the operation of any aircraft or aircraft simulator in the United States or outside the United States, including any pilot school, flight training center, air carrier flight training facility, or individual flight instructor certificated under 14 CFR parts 61, 121, 135, 141, or 142;

(b) Similar persons certificated by foreign aviation authorities recognized by the FAA, who provide flight training services in the United States; and

(c) Any lessor of an aircraft or aircraft simulator for flight training, if the person leasing their equipment is not covered by (a) or (b).

“Flight training provider employee” means an individual who provides services to a flight training provider in return for financial or other compensation, or a volunteer, and who has direct contact with flight training students and candidates. A flight training provider employee may be an instructor, other authorized representative, or independent contractor.”

The new regulation changes indicate that a “flight training provider MUST”:

“Obtain and use an FTSP portal account. (§ 1552.17)”

While the training provided to U.S. citizens still only requires the CFI to:

“Verify a flight training student’s U.S. citizenship before training them, and retain records of these identification verifications for five years. (§ 1552.7),”

It was not previously required that flight training providers who did not engage with providing training to non-U.S. citizens was required to have an account online, it is now. It also requires that individual to be an FAA certificate holder (which is typically not an issue for an independent CFI).

“The FTSP Portal account administrator for providers operating under 14 CFR part 61, either as an individual certified flight instructor (CFI), or for a group of CFIs, must hold an FAA certificate.”

One more highlight for CFIs, previously the TSA security awareness training was required annually, the new regulation is now every 24 calendar months, matching up with CFI currency requirements.

For CFIs who only provide training to U.S. citizens, the flight training provider must:

For most independent and contractor CFIs, the main application portions of this list include having a TSA provider account, validating your U.S. citizen training recipients documentation of citizenship (for 5 years), maintaining your initial and biennial security awareness training, and allowing the TSA to inspect and audit your records if requested.

These TSA Security Threat Assessments (citizenship validation and validation of training allowance for non-U.S. citizens is still required only for the following events:

    • Initial pilot certification (whether private, recreational, or a sport pilot certificate), which provides a pilot with basic piloting skills.
    • Instrument rating, which enhances a pilot’s abilities to pilot an aircraft in bad weather or at night and enables a pilot to better understand the instruments and physiological experiences of flying without reference to visual cues outside the aircraft.
    • Multi-engine rating, which provides a pilot with the skill to operate more complex, faster aircraft.
    • Type rating, which is a specific certification a pilot obtains to operate a certain type of aircraft, because this training is required beyond the initial, multi-engine, and instrument certification.
    • Recurrent training for type rating, which is required to maintain or renew a type rating already held by a pilot.

Other training events such as flight reviews, high performance, tailwheel or complex endorsements, add-on ratings or certificates, and other training outside this list do not require citizenship validation.

The new system (account) does not require documentation of the verification of citizenship for U.S. citizens training in this system. The process and documentation requirements for the CFI have not changed for U.S. citizen training provision.

If you are working for a school or an FBO engaged in training as a more structured school, these requirements may be completed under a Security Coordinator for the school. Be sure either this is the case or engage in doing so for yourself.

———————–
ADDENDUM 10-21-2024:

I have had some questions from people asking if the account is required if you are not actively engaged in training. No is technically the answer here. If you are the holder of a current CFI certificate but not actively providing training, an account is not required until you are doing so.

The purpose of this for the TSA to be able to engage with those CFIs who are actively providing training.

There is an argument that could be made that it is only required for those who are doing the types of training that require citizenship verification.

What I will say, is that it kind of falls into the “why wouldn’t you just have the account” mindset for me.
———————–

This may sound a little confusing, so the TSA has provided a great PDF document summarizing the changes and how these requirements may affect you as a flight training provider or those for whom you provide training.

Click the graphic below to see a pdf document the TSA provided, “Flight Training Security Program – About the Regulation” to see some more details about this requirement and many of the other changes in the regulation process relating to vetting of students who are U.S. citizens and for those who are non-U.S. citizens.

You can register for an account at:

https://www.fts.tsa.dhs.gov/home

Want to see a walkthrough of how building an account goes? Click here or the graphic below for a step-by-step guide to building your TSA training provider account.

You can find the full text of the final rule by clicking here.

What’s the Difference between an HSI and a Traditional Heading Indicator?

Many light general aviation aircraft historically have been equipped with a traditional heading indicator-only instrument. As we modernize aircraft and as pilots fly bigger and better-equipped aircraft, they encounter aircraft panels equipped with HSI instruments of depictions on glass panels.

While both are used to determine the aircraft’s heading, they differ markedly in terms of design, functionality, and the extent of information they provide.

Traditional Heading Indicator

The traditional heading indicator, also commonly referred to as a directional gyro (DG), is a mechanical instrument that provides the pilot with the aircraft’s heading relative to magnetic north. It operates on the principles of a gyroscope, maintaining its orientation due to the rigidity in space.

The heading indicator uses a gyroscope that maintains its position relative to the horizon. This stability allows it to provide a consistent heading indication even when the aircraft maneuvers. One of the main limitations of the traditional heading indicator is its need for periodic manual calibration. Due to gyroscopic precession and mechanical drift, pilots must frequently align the heading indicator with the magnetic compass to ensure accuracy.

The traditional heading indicator is relatively simple in its design and operation. It typically displays the aircraft’s heading on a rotating compass card, providing a straightforward reading for the pilot. The heading indicator is primarily a standalone instrument, offering limited integration with other navigational systems. It does not provide additional situational awareness beyond heading information.

Horizontal Situation Indicator (HSI)

The Horizontal Situation Indicator is a more advanced navigational instrument that combines the functions of a heading indicator with a course deviation indicator (CDI), providing a comprehensive view of the aircraft’s position relative to a selected navigation course. The HSI integrates several navigational inputs, offering enhanced situational awareness.

The HSI combines heading information with course guidance. It displays the aircraft’s heading, the selected navigation course, and the course deviation all on one instrument. This integration simplifies navigation by consolidating essential information in a single display. By combining heading and course information, the HSI reduces the pilot’s workload. Pilots no longer need to cross-check multiple instruments to determine their heading and course deviation, allowing them to focus more on flying and decision-making.

Unlike the traditional heading indicator, the HSI often includes an automatic synchronization feature, reducing the need for manual calibration. This feature ensures that the heading information remains accurate and reliable throughout the flight. The HSI provides a visual representation of the aircraft’s position relative to the desired course, enhancing situational awareness. This is particularly useful during instrument approaches and enroute navigation, where maintaining precise course alignment is critical.

The HSI is typically integrated with various navigation systems, including VOR, ILS, and GPS. This integration allows pilots to navigate using different types of signals and enhances the overall utility of the instrument. Nearly all modern glass panel aircraft depictions are HSI depictions instead of more traditional heading indicator depictions.

Modernization of our instrumentation to the inclusion of HSI depictions (or stand-alone instruments) gives us advantages over “the early days of flying.”

The traditional heading indicator is limited to providing heading information, whereas the HSI offers comprehensive navigational data, including course guidance and deviation.

The HSI simplifies navigation by consolidating information and reducing the pilot’s workload. In contrast, the traditional heading indicator requires frequent calibration and cross-referencing with other instruments. The automatic synchronization feature of the HSI enhances accuracy by minimizing drift and precession errors. The traditional heading indicator, on the other hand, relies on manual calibration to maintain accuracy.

The HSI provides better situational awareness by integrating heading and course information into a single display. This integration is particularly valuable during complex navigational tasks.
The HSI represents a significant technological advancement over the traditional heading indicator. Its ability to integrate with modern navigation systems makes it a preferred choice in contemporary aviation.

Multi-Engine Oral Exam Guide Ninth Edition Now Available!

ASA just released the Ninth Edition of the Multi-Engine Oral Exam Guide, a project I had the opportunity to help with updating this edition.

This ninth edition of the Multi-Engine Pilot Oral Exam Guide softcover book aligns with the Airman Certification Standards (ACS), with new and expanded content on multi-engine operations, aerodynamics, inoperative engine procedures, aircraft systems, and maneuvers. Additional checklists, briefing guidelines, and resources for understanding aircraft performance, limitations, and minimum equipment lists make this the complete resource to prepare applicants for the FAA Multi-Engine Land checkride.

ASA’s Oral Exam Guide Series is an excellent study tool for students and instructors alike. Arranged in a question-and-answer format, this comprehensive guide lists the questions most likely to be asked by evaluators during the practical exam and provides succinct, ready responses. FAA references are provided throughout for further study.

Visit https://asa2fly.com/multi-engine-oral-exam-guide-ninth-edition/ to get your copy today!

I can’t say thanks enough the team at ASA for all their help and the opportunity to continue working with this book series.