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 08:55:182026-01-08 15:24:39The Solo Cross-Country Requirement Every Student Pilot and CFI Must Know
The FAA has announced plans to roll out a new post-checkride survey for pilots and is seeking comments.
If you’ve ever walked away from a checkride thinking “That was fair”—or “That didn’t feel right and I want to report it”—the FAA wants to hear from you.
The FAA has announced plans to roll out a new post-checkride survey for pilots, designed to collect feedback on checkride experiences with Designated Pilot Examiners (DPEs). Before the survey becomes official, the agency is asking for public comment, and pilots have a chance to shape how this works.
What’s the survey about?
After a practical test with a DPE, pilots would be invited to complete a short, voluntary survey—about a dozen yes-or-no questions—covering topics such as:
The examiner’s professionalism
The testing environment
Whether the exam content felt appropriate
The length of the oral and flight portions
The FAA says the goal is to track the performance and consistency of DPEs, not to evaluate pilots.
This effort stems from the FAA Reauthorization Act of 2024, which directed the agency to improve oversight of examiners and create a system to evaluate examiner performance using pilot feedback.
Why this is important
Checkride availability, consistency, and fairness have been hot-button issues in flight training for years. While the FAA already oversees DPEs, this would be the first formal, nationwide system that collects direct feedback from applicants after every practical test.
In theory, that means a clearer picture of examiner consistency, better data on checkride duration and scope and a tool to identify outlier behavior.
FAA seeking comments
The FAA is asking for input on:
Whether the survey is necessary
Whether the estimated time burden on pilots is reasonable
How the survey could be clearer or more useful
How to minimize hassle while still collecting meaningful feedback
How to comment
Comments must be submitted by February 27, 2026 and you can submit by the following methods:
VFR sectional charts contain a wealth of information and are considered essential equipment for pilots of all skill levels. This week’s tip dives into the symbols and markings used on these charts to help you get more out of the aviation data on your next flight.
This video tip is from the Sporty’s Learn to Fly Course, which includes complete training for Private and Sport Pilots.
Airplane performance can be defined as the ability of an airplane to operate effectively to serve a specific purpose. Among the performance elements are takeoff and landing distances, rate of climb, ceiling, speed, payload, and fuel economy. Answer these questions and see if you can correctly determine all the factors required for adequate aircraft performance.
What is ground effect?
Correct!Wrong!
Determine the approximate landing ground roll distance.
Correct!Wrong!
What effect does high density altitude have on aircraft performance?
Correct!Wrong!
What is the headwind component for a landing on Runway 18 if the tower reports the wind as 215° at 30 knots?
Correct!Wrong!
Ground effect is most likely to result in which problem?
Correct!Wrong!
Determine the pressure altitude at an airport that is 1,300 feet MSL with an altimeter setting of 29.6.
Correct!Wrong!
Floating caused by the phenomenon of ground effect will be most realized during an approach to land when at
Correct!Wrong!
What true airspeed should a pilot expect at 9,000 feet on a standard day with 65 percent maximum continuous power?
Correct!Wrong!
What is the effect of a temperature increase from 35 to 50 °F on the density altitude if the pressure altitude remains at 8,000 feet MSL?
Advances in flight training start with your feedback. Redbird Flight recently launched its sixth annual State of Flight Training Survey to help the flight training community identify and analyze trends, priorities, strengths, and challenges to build a brighter future for aviation. The survey allows all stakeholders the opportunity to share their thoughts on the key opportunities and challenges facing flight training businesses and flight instructors. Flight training providers, flight instructors, designated pilot examiners, prospective student pilots, student pilots, and pilots are encouraged to respond.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/01/09131049/Copy-of-flight-training-survey.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2026-01-09 08:55:022026-01-13 10:47:24Share Your Thoughts on the State of Flight Training
During your flight training you will practice stalling the airplane to help learn the low-speed handling characteristics of the airplane, and how to recover if an unintentional stall occurs. In this video tip we’ll look at how the airflow changes over the wing as it nears the critical angle of attack and eventually stalls.
This video tip 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/2024/06/06132612/video-tip-aerodynamics-of-a-stall-1.png10001250Bret Koebbehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngBret Koebbe2026-01-07 08:55:072026-01-06 13:26:34Video Tip: Aerodynamics of a Wing Stall
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
Facebook
Share your results :
Facebook
Facebook
Twitter
Google+
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
Facebook
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.
FAA Wants Your Checkride Feedback
/in News/by Eric RadtkeThe FAA has announced plans to roll out a new post-checkride survey for pilots and is seeking comments.
If you’ve ever walked away from a checkride thinking “That was fair”—or “That didn’t feel right and I want to report it”—the FAA wants to hear from you.
The FAA has announced plans to roll out a new post-checkride survey for pilots, designed to collect feedback on checkride experiences with Designated Pilot Examiners (DPEs). Before the survey becomes official, the agency is asking for public comment, and pilots have a chance to shape how this works.
What’s the survey about?
After a practical test with a DPE, pilots would be invited to complete a short, voluntary survey—about a dozen yes-or-no questions—covering topics such as:
The FAA says the goal is to track the performance and consistency of DPEs, not to evaluate pilots.
This effort stems from the FAA Reauthorization Act of 2024, which directed the agency to improve oversight of examiners and create a system to evaluate examiner performance using pilot feedback.
Why this is important
Checkride availability, consistency, and fairness have been hot-button issues in flight training for years. While the FAA already oversees DPEs, this would be the first formal, nationwide system that collects direct feedback from applicants after every practical test.
In theory, that means a clearer picture of examiner consistency, better data on checkride duration and scope and a tool to identify outlier behavior.
The FAA is asking for input on:
How to comment
Comments must be submitted by February 27, 2026 and you can submit by the following methods:
Online: via Regulations.gov
Email: [email protected]
Mail:
Christopher Morris
Flight Standards Service
800 Independence Ave. SW
Washington, DC 20591
Pilot’s guide to reading VFR sectional charts
/in Video Tips/by Bret KoebbeVFR sectional charts contain a wealth of information and are considered essential equipment for pilots of all skill levels. This week’s tip dives into the symbols and markings used on these charts to help you get more out of the aviation data on your next flight.
This video tip is from the Sporty’s Learn to Fly Course, which includes complete training for Private and Sport Pilots.
Quiz: Understanding Aircraft Performance
/in Quiz/by Chris ClarkeAirplane performance can be defined as the ability of an airplane to operate effectively to serve a specific purpose. Among the performance elements are takeoff and landing distances, rate of climb, ceiling, speed, payload, and fuel economy. Answer these questions and see if you can correctly determine all the factors required for adequate aircraft performance.
Share the quiz to show your results !
Facebook
Facebook
Share your results :
Facebook
Facebook
Twitter
Google+
Want to learn more about airplane performance planning? Check out Sporty’s Learn To Fly Course for in-depth training on this subject.
Share Your Thoughts on the State of Flight Training
/in News/by Flight Training Central StaffResults will be released at Redbird Migration in early March 2026.
Video Tip: Aerodynamics of a Wing Stall
/in Video Tips/by Bret KoebbeDuring your flight training you will practice stalling the airplane to help learn the low-speed handling characteristics of the airplane, and how to recover if an unintentional stall occurs. In this video tip we’ll look at how the airflow changes over the wing as it nears the critical angle of attack and eventually stalls.
This video tip is from the Sporty’s Learn to Fly Course, which includes complete training for Private and Sport Pilots.