Two new Draft ACs out for comment

Due to the significant changes in the Sport Pilot regulations, the FAA has updated two Advisory Circulars, which are available in draft form for public comment here.   AC 61-146 and AC 61-65K.

AC 61-146 does a good job of clarifying what planes a sport pilot can fly with and the certification criteria for them. This will be a good reference when pilots with Private, Commercial, or ATP certificates, who now have a medical issue, ask you how they can fly a Cessna 182 with only their driver's license. Yes, that is possible. 

The other AC, AC 61-65K, will replace AC 61-65J. The AC was updated in many places, primarily in the Sport Pilot and Sport Pilot Instructor sections. Fortunately, in the draft version, at least, where there are changes, there is a black sidebar running vertically next to the change. There is also a summary of the changes. Start getting used to this AC because it will take effect on October 22, 2025, along with the new Sport Pilot and Instructor rule changes. 

As of Oct 22 - No more sport pilot proficiency checks in airplanes or Helicopters

One thing that is changing, which will make things a little more complicated, is the inability to use two CFIs to add sport pilot privileges in a category that you want to be able to fly with sport pilot privileges.  This only applies to airplane and helicopter privileges; however, until October 22, you can use two CFIs to do this. One CFI conducts the training, and the other performs the proficiency check. Upon successful completion of the check, the CFI will endorse your logbook for the new privilege, and you can use it immediately. A paper 8710-11 form is submitted to the FAA by the proficient CFI. 

The new regulations don’t allow for this method in airplanes or helicopters after October 22. You will need to use an FAA Aviation Safety Inspector or a DPE. 

So if you still have a little bit of time to use the proficiency check method.

NAFI Summit is Approaching

September 21-23 at the MAPS Air Museum in Akron, Ohio. The full schedule is here. 

https://nafisummit.org/attendee-info/

This is the third NAFI Summit. Last year’s summit was delayed due to a hurricane. This year looks on time. 

This summit concentrates on topics relevant to flight instructors and DPEs. Unfortunately, I won’t be able to attend this year due to scheduling conflicts, but I will be able to review the presentations afterward. 

We will feature an article covering the key events that occurred in September in our next newsletter.iency check method.

Private Pilot ACS SmartStudy PRO is almost ready

In case you're not familiar, this product is designed for private pilots in training or preparing for a flight review. It is made to be listened to without needing to look at the video. For example, when driving. 

We take the entire private pilot airplane single-engine land ACS and go through each knowledge, risk management, and skill element, telling you what you need to know about each one.  Also, companion PDFs are available for each task, which you can review when you have the time. The audio does include videos, as I was narrating it anyway, so you can see the video when you can. I was careful not to rely on you needing to see an image or the video to understand. However, if you are in a place where you can watch videos, you have that option, and you can also view the companion PDFs. This will get you ready for a lesson, recap what you should know about your lesson, and also prepare you for the oral exam. All while you are on your way to or from a flight lesson. 

I have just finished making changes to six videos that editing gave me to complete the entire audio and visual components of the new course. I have around six PDF companions left to complete, and I’ll have those done this weekend. I’m expecting to release the course in the first week of September. 

PROTIPS

1. Training has inertia to overcome. When you stop training, it becomes harder to get back into it. You lose time and money. To save as much as possible, stay in training until you have your CFI and CFII. 

2. The minimum number of trim changes occurs when the airplane's attitude and airspeed are stable. If the speed or flight path is changing and you are trimming during this time, you may need to make numerous trim adjustments. If you wait until the attitude and speed are stable, you will need to make only one or two trim adjustments.   This may not be possible in a heavy airplane that doesn’t have hydraulic controls, but for light airplanes, it saves a lot of effort and mental energy.

3. Not all Cross-controlled stalls are created equal. A slipping stall is benign, while a skidding stall is not. Key point: When an airplane stalls and then spins, it will always do so in the direction of the applied rudder. When an airplane is slipping, the wing opposite to the direction of the applied rudder will be below the horizon. If it stalls, the wing will first have to come up, then through the horizon, before it will be in the same direction as the applied rudder. No immediate spin at all in this case. When the airplane is skidding, the wing in the direction of the applied rudder is below the horizon. When the airplane stalls, it will continue in the direction of the applied rudder, resulting in a fairly rapid spin entry. Don’t be afraid of slipping an airplane even at low speeds. Be afraid of skidding an airplane and letting it stall.