Flying to and from an airport in Class D airspace is one of the more common communication scenarios a pilot will encounter. While no two airports will function exactly the same, here are some key tips for confidence and success:
Know the Airspace Dimensions: Class D airspace typically extends from the surface up to 2,500 feet above the airport elevation, but it can vary. Always check the specifics for the airport you’re operating near, as depicted on the sectional chart.
Communication is Key: You must establish two-way radio communication with the control tower before entering Class D airspace. This means you need to contact the tower on the appropriate frequency and receive a response.
Read Back Clearances: When you receive instructions or clearances from the tower, read them back to confirm you’ve understood them correctly. This helps prevent miscommunication.
Be Aware of Traffic: Class D airspace is often busy, especially around airports with a lot of flight activity. Keep a vigilant lookout for other aircraft and listen carefully to the control tower’s instructions and advisories.
Practice Good Radio Etiquette: Monitor the ATIS before contacting the tower. Use clear and concise language, avoid unnecessary transmissions, and be courteous. This helps maintain efficient and safe operations.
Prepare for your arrival at a Class D airport by listening to the automated weather once in range during a quiet en route portion of the flight. Take your time and listen to all of the details. When you are 20-25 miles from the airport, you should listen again to see if the message has changed. If you hear a new phonetic identifier for the ATIS, note any changes. With the weather information and identifier in hand, contact the tower at approximately 15 miles out. You may not enter the Class D airspace until you have established radio contact with the controller. This means the controller must acknowledge you with your call sign.
Your entry into the traffic pattern at a tower-controlled airport may be on any of the four legs. The tower controller will advise his instructions based upon the runway in use and the direction from which you are approaching. Listen carefully and follow the instructions. Unless it will interfere with current autopilot operations, set the heading bug or HSI to the assigned runway. This provides a memory and visual aid to ensure your arrival on the correct runway.
At some point, the tower controller will clear you to land. Unless you hear this clearance and confirm it with a read back, do not land.
After landing and reaching taxi speed, you should exit the runway promptly at the first available taxiway or on an ATC-instructed taxiway. Do not exit the landing runway onto another runway unless authorized by ATC. Do not stop or reverse course on the runway without ATC approval. Taxi clear of the runway and bring your aircraft to a stop unless otherwise directed by ATC.
Change to the ground control frequency when advised by the tower or after clearing the runway. The tower may omit the ground control frequency if the controller believes you will know the frequency. At slower times, the tower controller may be fulfilling the function of ground control as well. He may have you stay on the tower frequency during taxi operations. Follow his instructions.
Obtain your taxi instructions from the ground controller. Read back the instructions and comply with any hold short requirements that you are assigned. Compare the instructions to your taxiway charts and signs that you see after you have completed your read back. When taxiing, you must receive a specific runway crossing clearance to cross or operate on any active, inactive, or closed runway along your route.
Once you are clear of the movement area, you are no longer under the control of ATC.
This content is from the Sporty’s Learn to Fly Course, which includes complete training for Private and Sport Pilots.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25114158/Class-D-Arrival-FTC-Video.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngEric Radtke2026-01-28 10:00:152026-01-28 11:21:54Pilot Tip: How to Communicate when Arriving at a Class D Airport
With winter weather affecting airports across the country, understanding Runway Condition Codes (RwyCC) is essential for pilots planning flights in snow or ice. These codes, published in FICON NOTAMs, give a standardized view of runway surface conditions, helping you evaluate braking performance and make safer go/no-go decisions before landing or departing.
I recommend a simple two-phase approach. First, review the NOTAMs for runway condition information. Second—and just as important—call someone at the destination airport for a first-hand report of actual conditions, whether that’s the FBO or airport management.
The FAA uses a standardized method for reporting runway conditions. Today, airport operators use a defined matrix to evaluate runway surfaces and report conditions to pilots via NOTAMs using Runway Condition Codes (RwyCC). These codes range from 6 (dry pavement) down to 0 (no braking capability) and give pilots a common language to assess runway performance.
Airport personnel assess the runway surface, identify any contaminants present, and use the Runway Condition Assessment Matrix to determine the appropriate numerical code. Through the Federal NOTAM System, this information is then made available to pilots as a Field Condition (FICON) NOTAM. Pilots can use these codes to better understand how a given runway condition may affect braking and aircraft performance during landing or departure.
Each third of the runway is evaluated and reported separately. For example, a NOTAM reading “RWY 22 FICON 5/5/3” means the first and second thirds of the runway have a RwyCC of 5 (good braking), while the final third has a value of 3 (medium braking).
One practical tip: download the PDF version of the Runway Condition Assessment Matrix and keep it on your iPad for quick reference, both on the ground and in the cockpit. Also remember that these codes apply only to runways. If taxiways, ramps, or parking areas aren’t specifically addressed in the NOTAMs, that follow-up phone call becomes even more valuable for getting the full picture before you arrive.
You’re flying a Cessna 150L Commuter on a VFR flight direct from Perry-Foley Airport (KFPY) on the west coast of Florida, to St. Augustine Airport (KSGJ) on the east coast. The flight should take a little over an hour. About 40 minutes into the flight, you’re over the town of Lake Butler at 5500 feet. You look around the cockpit and then play the “what if” game with your iPad. Watch the video and try to see what’s wrong.
https://media.flighttrainingcentral.com/wp-content/uploads/2026/01/22124148/whats-wrong-5500.png10001250Jeff Van Westhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngJeff Van West2026-01-26 08:55:332026-01-29 00:27:16What’s Wrong: A Subtle Warning at 5,500 Feet
The FAA’s latest update to the Aeronautical Information Manual (AIM) took effect January 22, 2026. Most of the revisions are editorial or administrative in nature, but one change is worth a closer look —particularly instrument pilots flying circling approaches.
Clarification to Approach and Landing Minimums
The FAA revised AIM 5-4-20, Approach and Landing Minimums, to clarify pilot responsibilities during circling approaches and reinforce compliance with 14 CFR § 91.126, consistent with FAA Chief Counsel interpretations.
The updated guidance emphasizes that published circling area restrictions must always be followed, regardless of ATC instructions. These restrictions may:
Apply only to certain aircraft categories
Differ between day and night
Prohibit circling in specific directions relative to a runway
The updated guidance emphasizes that published circling area restrictions must always be followed.
At towered airports, pilots must follow controller instructions during a circling maneuver—but an ATC clearance does not override published circling restrictions. At non-towered airports, pilots are reminded to comply with standard traffic pattern rules unless a published restriction requires otherwise.
The revised language reinforces the importance of remaining within the protected circling maneuvering radius.
The revised language also reinforces the importance of:
Remaining within the protected circling maneuvering radius
Maintaining vigilance for other traffic
Understanding how the missed approach point (MAP) is determined for circling procedures
The AIM also reiterates that circling from certain approaches—such as a GLS, an ILS without a localizer line of minima, or an RNAV (GPS) approach without an LNAV line of minima—is not authorized.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/02/20153401/new-FAA-AIM-february.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2026-01-23 08:55:222026-01-23 10:02:04AIM Update Effective January 22: Circling Guidance Clarified
One of the most rewarding trips you can take after earning your pilot certificate is leaving the U.S. and heading to new destinations in Canada, Mexico or the Caribbean. This week’s video tip takes a look at what it takes to fly internationally, including flight planning, extra equipment requirements and how to file the required eAPIS paperwork with U.S. Customs and Border Protection.
Editor’s Note: Many student pilots think they can tackle their first solo cross-country flight without any instrument flying. Not so fast. DPE Jason Blair explains why 14 CFR 61.93(e)(12) requires pre-solo instrument training—and how skipping it can create legal issues and, more importantly, safety risks.
As a DPE, I test many CFI candidates each year. A big part of that process is evaluating whether they “know how to do the job” administratively—not just how to teach a turn around a point or a chandelle. In the training pathway, some tasks must be completed in the proper order to remain technically compliant with the regulations.
One requirement I regularly find either completed out of order—or not completed at all—is the requirement to provide a student with basic attitude instrument skills training before they conduct any solo cross-country flying.
Solo cross-country flight is a rite of passage, often completed soon after what may be the biggest milestone of all: the first solo. After some dual cross-country training with their CFI, a student pilot heads off alone to transit from one airport to another some distance away.
Cross-country flights introduce variables such as changing weather, navigation challenges, and the potential for inadvertent entry into instrument meteorological conditions (IMC). Even in visual flight rules (VFR) conditions, basic instrument skills can be lifesaving if disorientation sets in or visibility deteriorates. The FAA recognizes this—hence the requirement.
Understanding the Basics: What Is 14 CFR 61.93?
Section 61.93(e) applies to the airplane category and lists 13 maneuvers and procedures that must be demonstrated and logged with an authorized instructor before solo cross-country flight. These range from airport operations and traffic patterns to emergency procedures and night operations (if applicable).
Our spotlight today is on paragraph (e)(12), which reads verbatim:
“Control and maneuvering solely by reference to flight instruments, including straight and level flight, turns, descents, climbs, use of radio aids, and ATC directives. For student pilots seeking a sport pilot certificate, the provisions of this paragraph only apply when receiving training for cross-country flight in an airplane that has a VH greater than 87 knots CAS.”
This isn’t optional fluff—it’s a mandatory training competency that must be provided by a CFI and documented in the student’s logbook. Without it, a solo cross-country endorsement under § 61.93(c) is not technically valid.
This regulation mandates specific training in controlling and maneuvering an aircraft solely by reference to flight instruments before a student pilot can embark on solo cross-country adventures. It includes essentials such as straight-and-level flight, turns, descents, climbs, use of radio aids, and following ATC directives.
What’s particularly nuanced—and commonly missed—is that this requirement also applies to sport pilot certificate seekers when training in aircraft with a maximum cruising speed (VH) greater than 87 knots calibrated airspeed (CAS).
Many CFIs working with sport pilots—something that is becoming increasingly common with recent MOSAIC changes—assume that because there is no minimum instrument-hour requirement for a sport pilot (as there is for a private pilot), no instrument training is required at all. That assumption is incorrect.
Which of the following must a student pilot receive before their first solo cross-country flight?
To make matters more confusing, a sport pilot CFI cannot provide this training unless they have first received it themselves. According to AC 61-65K:
“For those flight instructors with a sport pilot rating and single-engine airplane privilege who wish to provide training on control and maneuvering an airplane solely by reference to the instruments to their students pursuing a sport pilot certificate, they must receive the 3 hours of training described in 14 CFR § 61.412 and receive an endorsement from a 14 CFR part 61 subpart H instructor, qualifying them to provide that instruction.”
In other words, a sport-pilot-only CFI who first earned a sport pilot certificate and then their sport pilot CFI would not be eligible to provide this training unless they had met the three-hour instrument training requirement. It’s a quirk—but one that matters.
Where the Hiccup Happens in the Training Order
One of the most prevalent issues I see in logbooks during practical tests is the tendency for CFIs to postpone instrument training until the tail end of a student’s program, often right before the checkride.
A common sentiment is, “We’ll knock out the instrument stuff after you’ve got your XC legs under you.” But this approach does not reflect the correct regulatory training order.
The full three hours of instrument training required for a private pilot certificate do not need to be completed before solo cross-country flying. However, the CFI must have provided some instrument training covering the required skill areas before endorsing any solo cross-country flight.
The same principle applies to sport and recreational pilots. While there is no minimum time requirement, the student must receive dual instruction in these areas prior to solo cross-country flight.
From a safety standpoint, early exposure to instrument flying builds foundational skills that enhance all aspects of training. Spatial disorientation remains a leading cause of general aviation accidents, according to NTSB data. Introducing instrument references early teaches students to trust their instruments over their senses, reducing the risk of graveyard spirals or controlled flight into terrain during unexpected reductions in visibility.
Delaying this training can also lead to rushed instruction. I’ve seen students cram instrument maneuvers into a single flight just to “check the box,” missing the deeper understanding needed for real-world application. The FAA’s intent is proficiency—not mere exposure.
Busting the Myth: Is This Really Required for Sport Pilots?
The sport pilot certificate, introduced in 2004 to make flying more accessible, comes with lighter requirements: no medical certificate, fewer training hours, and limitations to lighter aircraft.
A widespread misconception is that sport pilots are completely exempt from instrument training under § 61.93(e)(12). A partial reading of the regulation fuels this belief. Yes—if a sport pilot is training in an aircraft with a VH of 87 knots CAS or less, this paragraph does not apply.
But here’s the critical caveat: if the training aircraft exceeds 87 knots CAS, the instrument training requirement applies in full.
VH is the maximum speed in level flight with maximum continuous power, as defined in the aircraft’s certification basis. Many aircraft commonly used today—such as Cessna 172s and Piper Cherokees—have cruising speeds in the 100–110 knot range and are now eligible to be flown by pilots exercising sport pilot privileges.
The 87-knot threshold reflects the FAA’s original intent to limit sport pilots to slower, simpler aircraft operating primarily in VFR conditions. Faster aircraft introduce greater weather exposure and decision-making challenges—hence the need for basic instrument competency.
To be clear: sport pilots are not required to complete a minimum number of instrument hours. But when training for solo cross-country flight in faster aircraft, this specific pre-solo instrument training is required. It’s not about becoming an IFR pilot—it’s about survival skills.
“But the Sport Pilot Requirements Don’t List This…”
A common argument is that § 61.313 (“What aeronautical experience must I have to apply for a sport pilot certificate?”) does not list this requirement.
That’s true—but it misses the regulatory framework. When a pilot is acting as a student pilot for any initial certificate (sport, recreational, or private), the student pilot regulations in §§ 61.81 through 61.95 apply. Section 61.313 governs eligibility for the certificate itself, not the training and endorsement requirements that apply while the applicant is still a student pilot.
That brings us right back to § 61.93(e)(12).
A student pilot is training for a sport pilot certificate in a single-engine airplane with VH 100 knots CAS. Is pre-solo instrument training required?
A student pilot is training for a sport pilot certificate in a single-engine airplane with VH 100 knots CAS. Is pre-solo instrument training required?You got out of 1 right!
Rather than delaying, the better approach is early and progressive integration of instrument training. Begin in ground school by explaining attitude indicators, altimeters, heading indicators, and basic navigation concepts. In flight, incorporate short hood segments during dual lessons—10 to 15 minutes at a time—to practice basic control, unusual attitude recovery, or escaping inadvertent IMC.
This approach offers multiple benefits:
Safety: Early exposure demystifies the instrument scan and builds confidence.
Efficiency: For private pilots, it counts toward the three-hour requirement in § 61.109. For sport pilots in faster aircraft, it satisfies the requirement without excess.
Confidence: Students often associate instruments with “advanced IFR flying.” Early exposure turns fear into familiarity.
Practicing a simple 180-degree turn under the hood during a local dual flight is empowering—and directly applicable to cross-country scenarios where a student may need to divert or return due to marginal VFR.
True or False: A CFI can wait until just before the student’s checkride to teach all pre-solo instrument maneuvers.
14 CFR 61.93(e)(12) isn’t a hurdle—it’s a gateway to safer, more competent flying. And it is a requirement that must be met before sending any student pilot on a solo cross-country flight, regardless of the certificate they are pursuing.
Don’t wait until the end. Integrate it early.
https://media.flighttrainingcentral.com/wp-content/uploads/2026/01/08124919/Solo-Cross-Country-Requirement-Every-Student-Pilot-and-CFI-Must-Know.png10001250Jason Blairhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngJason Blair2026-01-19 08:55:182026-01-21 15:52:26The Solo Cross-Country Requirement Every Student Pilot and CFI Must Know
Pilot Tip: How to Communicate when Arriving at a Class D Airport
/in Video Tips/by Eric RadtkeFlying to and from an airport in Class D airspace is one of the more common communication scenarios a pilot will encounter. While no two airports will function exactly the same, here are some key tips for confidence and success:
Prepare for your arrival at a Class D airport by listening to the automated weather once in range during a quiet en route portion of the flight. Take your time and listen to all of the details. When you are 20-25 miles from the airport, you should listen again to see if the message has changed. If you hear a new phonetic identifier for the ATIS, note any changes. With the weather information and identifier in hand, contact the tower at approximately 15 miles out. You may not enter the Class D airspace until you have established radio contact with the controller. This means the controller must acknowledge you with your call sign.
Your entry into the traffic pattern at a tower-controlled airport may be on any of the four legs. The tower controller will advise his instructions based upon the runway in use and the direction from which you are approaching. Listen carefully and follow the instructions. Unless it will interfere with current autopilot operations, set the heading bug or HSI to the assigned runway. This provides a memory and visual aid to ensure your arrival on the correct runway.
At some point, the tower controller will clear you to land. Unless you hear this clearance and confirm it with a read back, do not land.
After landing and reaching taxi speed, you should exit the runway promptly at the first available taxiway or on an ATC-instructed taxiway. Do not exit the landing runway onto another runway unless authorized by ATC. Do not stop or reverse course on the runway without ATC approval. Taxi clear of the runway and bring your aircraft to a stop unless otherwise directed by ATC.
Change to the ground control frequency when advised by the tower or after clearing the runway. The tower may omit the ground control frequency if the controller believes you will know the frequency. At slower times, the tower controller may be fulfilling the function of ground control as well. He may have you stay on the tower frequency during taxi operations. Follow his instructions.
Obtain your taxi instructions from the ground controller. Read back the instructions and comply with any hold short requirements that you are assigned. Compare the instructions to your taxiway charts and signs that you see after you have completed your read back. When taxiing, you must receive a specific runway crossing clearance to cross or operate on any active, inactive, or closed runway along your route.
Once you are clear of the movement area, you are no longer under the control of ATC.
This content is from the Sporty’s Learn to Fly Course, which includes complete training for Private and Sport Pilots.
Understanding Runway Condition Codes for Winter Operations
/in Tips and technique/by Eric RadtkeWith winter weather affecting airports across the country, understanding Runway Condition Codes (RwyCC) is essential for pilots planning flights in snow or ice. These codes, published in FICON NOTAMs, give a standardized view of runway surface conditions, helping you evaluate braking performance and make safer go/no-go decisions before landing or departing.
I recommend a simple two-phase approach. First, review the NOTAMs for runway condition information. Second—and just as important—call someone at the destination airport for a first-hand report of actual conditions, whether that’s the FBO or airport management.
The FAA uses a standardized method for reporting runway conditions. Today, airport operators use a defined matrix to evaluate runway surfaces and report conditions to pilots via NOTAMs using Runway Condition Codes (RwyCC). These codes range from 6 (dry pavement) down to 0 (no braking capability) and give pilots a common language to assess runway performance.
Airport personnel assess the runway surface, identify any contaminants present, and use the Runway Condition Assessment Matrix to determine the appropriate numerical code. Through the Federal NOTAM System, this information is then made available to pilots as a Field Condition (FICON) NOTAM. Pilots can use these codes to better understand how a given runway condition may affect braking and aircraft performance during landing or departure.
Each third of the runway is evaluated and reported separately. For example, a NOTAM reading “RWY 22 FICON 5/5/3” means the first and second thirds of the runway have a RwyCC of 5 (good braking), while the final third has a value of 3 (medium braking).
One practical tip: download the PDF version of the Runway Condition Assessment Matrix and keep it on your iPad for quick reference, both on the ground and in the cockpit. Also remember that these codes apply only to runways. If taxiways, ramps, or parking areas aren’t specifically addressed in the NOTAMs, that follow-up phone call becomes even more valuable for getting the full picture before you arrive.
What’s Wrong: A Subtle Warning at 5,500 Feet
/in What's Wrong/by Jeff Van WestYou’re flying a Cessna 150L Commuter on a VFR flight direct from Perry-Foley Airport (KFPY) on the west coast of Florida, to St. Augustine Airport (KSGJ) on the east coast. The flight should take a little over an hour. About 40 minutes into the flight, you’re over the town of Lake Butler at 5500 feet. You look around the cockpit and then play the “what if” game with your iPad. Watch the video and try to see what’s wrong.
AIM Update Effective January 22: Circling Guidance Clarified
/in News/by Flight Training Central StaffThe FAA’s latest update to the Aeronautical Information Manual (AIM) took effect January 22, 2026. Most of the revisions are editorial or administrative in nature, but one change is worth a closer look —particularly instrument pilots flying circling approaches.
Clarification to Approach and Landing Minimums
The FAA revised AIM 5-4-20, Approach and Landing Minimums, to clarify pilot responsibilities during circling approaches and reinforce compliance with 14 CFR § 91.126, consistent with FAA Chief Counsel interpretations.
The updated guidance emphasizes that published circling area restrictions must always be followed, regardless of ATC instructions. These restrictions may:
Apply only to certain aircraft categories
Differ between day and night
Prohibit circling in specific directions relative to a runway
The updated guidance emphasizes that published circling area restrictions must always be followed.
At towered airports, pilots must follow controller instructions during a circling maneuver—but an ATC clearance does not override published circling restrictions. At non-towered airports, pilots are reminded to comply with standard traffic pattern rules unless a published restriction requires otherwise.
The revised language reinforces the importance of remaining within the protected circling maneuvering radius.
The revised language also reinforces the importance of:
Remaining within the protected circling maneuvering radius
Maintaining vigilance for other traffic
Understanding how the missed approach point (MAP) is determined for circling procedures
The AIM also reiterates that circling from certain approaches—such as a GLS, an ILS without a localizer line of minima, or an RNAV (GPS) approach without an LNAV line of minima—is not authorized.
More Information
The complete Explanation of Changes (effective January 22, 2026) if available here.
The complete AIM is available in here in Sporty’s Learn to Fly Course.
Video tip: Flying internationally (FARs, flight planning, eAPIS and US Customs)
/in Video Tips/by Bret KoebbeOne of the most rewarding trips you can take after earning your pilot certificate is leaving the U.S. and heading to new destinations in Canada, Mexico or the Caribbean. This week’s video tip takes a look at what it takes to fly internationally, including flight planning, extra equipment requirements and how to file the required eAPIS paperwork with U.S. Customs and Border Protection.
This segment appears in Sporty’s Commercial Pilot Training course, which features over 13 hours of HD video training and VR/360 flight maneuvers.
The Solo Cross-Country Requirement Every Student Pilot and CFI Must Know
/in From the DPE/by Jason BlairEditor’s Note: Many student pilots think they can tackle their first solo cross-country flight without any instrument flying. Not so fast. DPE Jason Blair explains why 14 CFR 61.93(e)(12) requires pre-solo instrument training—and how skipping it can create legal issues and, more importantly, safety risks.
As a DPE, I test many CFI candidates each year. A big part of that process is evaluating whether they “know how to do the job” administratively—not just how to teach a turn around a point or a chandelle. In the training pathway, some tasks must be completed in the proper order to remain technically compliant with the regulations.
One requirement I regularly find either completed out of order—or not completed at all—is the requirement to provide a student with basic attitude instrument skills training before they conduct any solo cross-country flying.
Solo cross-country flight is a rite of passage, often completed soon after what may be the biggest milestone of all: the first solo. After some dual cross-country training with their CFI, a student pilot heads off alone to transit from one airport to another some distance away.
Cross-country flights introduce variables such as changing weather, navigation challenges, and the potential for inadvertent entry into instrument meteorological conditions (IMC). Even in visual flight rules (VFR) conditions, basic instrument skills can be lifesaving if disorientation sets in or visibility deteriorates. The FAA recognizes this—hence the requirement.
Understanding the Basics: What Is 14 CFR 61.93?
Section 61.93(e) applies to the airplane category and lists 13 maneuvers and procedures that must be demonstrated and logged with an authorized instructor before solo cross-country flight. These range from airport operations and traffic patterns to emergency procedures and night operations (if applicable).
Our spotlight today is on paragraph (e)(12), which reads verbatim:
This isn’t optional fluff—it’s a mandatory training competency that must be provided by a CFI and documented in the student’s logbook. Without it, a solo cross-country endorsement under § 61.93(c) is not technically valid.
This regulation mandates specific training in controlling and maneuvering an aircraft solely by reference to flight instruments before a student pilot can embark on solo cross-country adventures. It includes essentials such as straight-and-level flight, turns, descents, climbs, use of radio aids, and following ATC directives.
What’s particularly nuanced—and commonly missed—is that this requirement also applies to sport pilot certificate seekers when training in aircraft with a maximum cruising speed (VH) greater than 87 knots calibrated airspeed (CAS).
Many CFIs working with sport pilots—something that is becoming increasingly common with recent MOSAIC changes—assume that because there is no minimum instrument-hour requirement for a sport pilot (as there is for a private pilot), no instrument training is required at all. That assumption is incorrect.
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A CFI Catch: Who Can Give This Training?
To make matters more confusing, a sport pilot CFI cannot provide this training unless they have first received it themselves. According to AC 61-65K:
In other words, a sport-pilot-only CFI who first earned a sport pilot certificate and then their sport pilot CFI would not be eligible to provide this training unless they had met the three-hour instrument training requirement. It’s a quirk—but one that matters.
Where the Hiccup Happens in the Training Order
A common sentiment is, “We’ll knock out the instrument stuff after you’ve got your XC legs under you.” But this approach does not reflect the correct regulatory training order.
The full three hours of instrument training required for a private pilot certificate do not need to be completed before solo cross-country flying. However, the CFI must have provided some instrument training covering the required skill areas before endorsing any solo cross-country flight.
The same principle applies to sport and recreational pilots. While there is no minimum time requirement, the student must receive dual instruction in these areas prior to solo cross-country flight.
From a safety standpoint, early exposure to instrument flying builds foundational skills that enhance all aspects of training. Spatial disorientation remains a leading cause of general aviation accidents, according to NTSB data. Introducing instrument references early teaches students to trust their instruments over their senses, reducing the risk of graveyard spirals or controlled flight into terrain during unexpected reductions in visibility.
Delaying this training can also lead to rushed instruction. I’ve seen students cram instrument maneuvers into a single flight just to “check the box,” missing the deeper understanding needed for real-world application. The FAA’s intent is proficiency—not mere exposure.
Busting the Myth: Is This Really Required for Sport Pilots?
The sport pilot certificate, introduced in 2004 to make flying more accessible, comes with lighter requirements: no medical certificate, fewer training hours, and limitations to lighter aircraft.
A widespread misconception is that sport pilots are completely exempt from instrument training under § 61.93(e)(12). A partial reading of the regulation fuels this belief. Yes—if a sport pilot is training in an aircraft with a VH of 87 knots CAS or less, this paragraph does not apply.
But here’s the critical caveat: if the training aircraft exceeds 87 knots CAS, the instrument training requirement applies in full.
VH is the maximum speed in level flight with maximum continuous power, as defined in the aircraft’s certification basis. Many aircraft commonly used today—such as Cessna 172s and Piper Cherokees—have cruising speeds in the 100–110 knot range and are now eligible to be flown by pilots exercising sport pilot privileges.
The 87-knot threshold reflects the FAA’s original intent to limit sport pilots to slower, simpler aircraft operating primarily in VFR conditions. Faster aircraft introduce greater weather exposure and decision-making challenges—hence the need for basic instrument competency.
To be clear: sport pilots are not required to complete a minimum number of instrument hours. But when training for solo cross-country flight in faster aircraft, this specific pre-solo instrument training is required. It’s not about becoming an IFR pilot—it’s about survival skills.
“But the Sport Pilot Requirements Don’t List This…”
A common argument is that § 61.313 (“What aeronautical experience must I have to apply for a sport pilot certificate?”) does not list this requirement.
That’s true—but it misses the regulatory framework. When a pilot is acting as a student pilot for any initial certificate (sport, recreational, or private), the student pilot regulations in §§ 61.81 through 61.95 apply. Section 61.313 governs eligibility for the certificate itself, not the training and endorsement requirements that apply while the applicant is still a student pilot.
That brings us right back to § 61.93(e)(12).
Share the quiz to show your results !
Facebook
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Share your results :
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Rather than delaying, the better approach is early and progressive integration of instrument training. Begin in ground school by explaining attitude indicators, altimeters, heading indicators, and basic navigation concepts. In flight, incorporate short hood segments during dual lessons—10 to 15 minutes at a time—to practice basic control, unusual attitude recovery, or escaping inadvertent IMC.
This approach offers multiple benefits:
Safety: Early exposure demystifies the instrument scan and builds confidence.
Efficiency: For private pilots, it counts toward the three-hour requirement in § 61.109. For sport pilots in faster aircraft, it satisfies the requirement without excess.
Confidence: Students often associate instruments with “advanced IFR flying.” Early exposure turns fear into familiarity.
Practicing a simple 180-degree turn under the hood during a local dual flight is empowering—and directly applicable to cross-country scenarios where a student may need to divert or return due to marginal VFR.
Share the quiz to show your results !
Facebook
Facebook
Share your results :
Facebook
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Twitter
Google+
Final Thought
14 CFR 61.93(e)(12) isn’t a hurdle—it’s a gateway to safer, more competent flying. And it is a requirement that must be met before sending any student pilot on a solo cross-country flight, regardless of the certificate they are pursuing.
Don’t wait until the end. Integrate it early.