I agree the ACS is a key tool with which to work. It will keep you focused on the correct material and prevent you from wasting time on subjects not relevant. The information in the lesson plans has to be correct of course. How is that determined? It shouldn't come from internet videos or be information from other people that you cannot substantiate. Every question about every subject in the ACS is answered in FAA material. I.e. if you want to confirm that you are teaching a maneuver correctly, be prepared to go to the correct section in the Airplane Flying Handbook, and point to the exact paragraph or sentence which provides the answer. It can then not be refuted by a DPE or an FAA Inspector. The most controversial subject is of course the Region of Reversed Command. You've probably heard someone say that below best glide speed, pitch and power reverses and power controls altitude. Be careful with that one. It should sound a bit suspicious that someone is saying a little six foot propeller pointed to create a force horizontally can oppose two thousand four hundred pounds of weight. The irrefutable answer is in the Pilot's Handbook of Aeronautical Knowledge. Chapter 11 has the discussion, and the Glossary has the simple answer. "Regions of command. The “regions of normal and reversed command” refers to the relationship between speed and the power required to maintain or change that speed in flight." So it isn't pitch and power at all - it's speed and power required to maintain that speed. I.e. as speed below best glide decreases, power required goes up to maintain the slower speed because drag increases, or the reverse of what happens from max cruise speed down to best glide where speed, drag, and power required all decrease together. Good thing if you're prepared with the correct answer.

Great video I understand everything you said and I memorize it very well but when it comes to real world with Questions at FAA how you can answer a question like this from the information that we have on the figure I really appreciate it if you can shoot a video or Explain it how you answer a question like that thanks 6. (Refer to Figure 64.) The course deviation indicators (CDIs) are centered. Which indications on the No. 1 and No. 2 VOR receivers over the St. Landry Parish-Ahart Field Airport would meet the requirements for the VOR receiver check using the Lafayette VORTAC? VOR TO/FROM VOR TO/FROM No. 1 No. 2 A. 162° TO 346° FROM B. 160° FROM 162° FROM C. 341° FROM 330° FROM

Very good review. You might want use a larger cursor and a dark color.

underrated video. straightforward well explained, organized, thanks captain.

Cruise a bit higher and you won’t get bumps. You were getting caught in thermals. They still happen in winter. Above 5k it’s really rare in winter to get bumps

I send these to all my students

Thank you for producing aviation content to help the masses

Greetings from Chicago, Safe flying!

Great video

Great explanation. Clears a lot of points others have left out.

Amazing how fast they addressed this. Do you ever make your way down to 3B0?

I used to live in Lebanon, fun to see all these familiar peaks from the air! Thanks for sharing.

Very nice, already looking like a pro.

Glad I found your content. As a Vermonter, it’s nice to see some New England scenery!

Please note: I should have shown the aircraft flying slightly parallel and slightly above the 270 radial on that leg of the parallel entry. My animation skills are a bit limited.

Is there any reason the parallel entry (on the 270 radial) is not following the AIM, which says that entry "would be to turn to a heading to parallel the holding course outbound on the nonholding side for one minute". That would make the inbound turn easier by putting the aircraft closure to the inbound course after completing 180 degrees of the inbound turn.

I just wanted to thank you for all of these great videos over IFR flight! I'm taking my instrument checkride soon and these have not only been great review but, I've learned a few new things in the process. Keep up the great work!

great video, i want too go back to flying but due to my diabetes the faa won,t issue me a third class medical even though my condition is well under control(ie: no high or very low sugar, never passed out, had the condition since i was 20 yrs old but still held a 2nd class medical). well even though i,ve been away for 25 yrs from flying im can,t wait to get back (with a basic medical) to my cessna 150. mark

Thanks brother. As a new to me Taylorcraft owner, this is awesome insight. Wish me luck!

Back when WAAS was just getting implemented Garmin offered a low cost upgrade for many of their units, so I let them upgrade my GNC 420 it then became a GNC 420W with a new CPU and more memory as well as software changes. Time moves on though and the touchscreen units available now add some new features look easier to operate too. Someday I may get one of those touchscreen device's but for now I get a lot out of the old Garmin GNC 420W.

Love the content! Thank you!!

Great content

Amazing videos!

So you still have to do FIRC, and the FAA just figured out a way to save some money and blow it elsewhere - Thanks for nothing as usual U.S. gov!

So basically you can still "lose" your certificate and have to take a checkride again except now its harder to remember when you need to do that because the FAA doesnt feel like printing the expiration date anymore

Very helpful video. I just got my commercial License but I have not shot an instrument approach or holds in about 8 months. I am looking forward to performing them soon for currency and this video served as a great refresher. Keep it Up!

No one can afford to fly anymore, and all pilots who took the jab don't qualify for a medical certificate just ban aviation; no more flying period.

Ok, so no real change.

Next video, could you instruct how to pick up a "pop up" in flight ifr clearance?

The FAA wants to save money …. Hey … charge me the $2 for the new certificate and leave the Reg as is … there are more important rules that really need improvement … like increasing the requiere flight experience for private pilots … 40 hours of flight experience is not enough for todays environment.

Great video, any idea if they are doing one this year? I am flying in on Saturday afternoon.

I let mine go. Ill fly trans-border before I ever instruct again!

This is a micro move but what we need is the certificate to always be active.

Not a good idea

I’ve renewed my CFI 22 times by various means. CFII, MEI, sign offs, part 121 check airman, sitting through weekend courses, FIRC’s. The FIRC’s are mostly useless because the FAA dictates how boring, uh, what material must be covered and how. Nothing will change with this “cost savings measure” because the Feds aren’t here to help! Never have been.

Only the stupid and idiotic FAA could come up with this scheme. I have been a CFI for 55 years and still have to attend a refresher clinic every 2 years, so what's the point??

So, call FAA tell them you lost your CFI certificate card. I suppose they will issue you a new one with no expiration date. I kinda hate carrying around a card with an expiration date on it to show to the local cops if you have an incident.

Thanks great sample

How easy is it to transition from a stick (I learned in the Cub) to a yoke? Is CFI assistance necessary/helpful?

DEI

Useless. Typical FAA.

Almost worse now for the CFI.. No longer have an reminder on the back of my certificate for when it expires.

When did the instructor license start “expiring” it was my understanding that the instructor license never expired, you just had to renew/by annual the commercial license. I got my CFII in 2001, stopped flying around 2007 do to medical issues. I hope to renew them Someday.

Cost saving! Here's the reason obviously...

Since when is the govt concerned about the cost of doing anything?

Per www.federalregister.gov/documents/2024/10/01/2024-22018/removal-of-expiration-date-on-a-flight-instructor-certificate-additional-qualification-requirements - "As proposed, § 61.19(d)(1) would remove the expiration date for flight instructor certificates issued on or after the final rule's effective date. Section 61.19(d)(2) would retain the current requirement and state that flight instructor certificates issued before the final rule's effective date would expire 24 calendar months from the month in which they were issued, renewed, or reinstated, as appropriate." My interpretation of this is that New CFI certificates issued after the effective date would no longer have an "Expiration Date" shown on them, and those CFI certificates issued prior to the effective date, would effectively expire 24 calendar months after they were issued, UNLESS the CFI accomplished one of the FAA approved recency experience acts for the certificate. I further interpret this language to mean that they are not going to print out new CFI certificates to CFIs who had certificates issued prior to the effective date of this new ruling.

Mine expires next year. After I renew it and get a certificate without an expiration date, now I have to worry about recency. What happens if I let my recency expire? If it’s three years after my recency expires do I have to take a check ride to get it back or can I just take an firc course? Thank you for the info in this video.

Those are so cool, would be great to have, just a bit faster than a c172

Mine expires next year. The current one has an expiration date of course. Would I have submit the paperwork as usual in order to get a new certificate without an expiration date?

I remember the Lake and Armand Rivard from the ‘70s. Flew one in summer of ‘75 out of KAUG.