FAA Introduces New Rules for CFIs Effective December 1

CFIs now required to document recency every 24 months


DUAL INSTRUCTION

Instead of renewing, CFIs will be required to document recency every 24 months via IACRA.

What’s in the article?


Big changes are coming for certified flight instructors on December 1, 2024. While it’s been widely publicized that CFIs will no longer have an expiration date associated with their certificate under the new rules, CFIs are required to maintain recent flight instruction activity or participate in a flight instructor refresher course (FIRC) at least every 24 months. Failure to document and apply for recency will have the same effect as a CFI expiring.

Why the change?

According to the FAA, this change better aligns the CFI certificate with other certifications and reduces the administrative burden associated with certificate renewals while ensuring that CFIs remain active and engaged in aviation education activities.

What is changing?

pilot with passenger

To keep their certification current, CFIs must now meet specific activity-based requirements.

To keep their certification current, CFIs must meet specific activity-based requirements, such as providing a minimum number of endorsements or completing a Flight Instructor Refresher Course (FIRC) every 24 calendar months. The changes also add a new method for flight instructors to establish recent experience by serving as a flight instructor in an FAA-sponsored pilot proficiency program (WINGS).

CFI certificates issued before December 1, 2024, will still have expiration dates printed on the certificate that remain in effect until the end of the expiration calendar month. At the next renewal, CFIs will then receive a certificate without an expiration date and must comply with the recent experience end date requirements every 24 calendar months.

CFIs who do not meet the renewal requirements within 24 calendar months will lose their ability to instruct, but they can restore their instructor privileges by completing a FIRC within a new 3-month grace period (three months beyond their currency expiration). Beyond the 3-calendar month grace period, CFIs will have to follow the existing reinstatement options which is completing a practical exam.

It’s worth noting that, effective December 1, 2024, all CFIs may take advantage of the  a 3-month reinstatement period even if an expiration date is printed on their certificate.

The new rule also adds two new options for CFIs to qualify to train initial CFI candidates. The first new option is based on training and endorsing successful applicants for practical tests. The second new option as a method of qualification by completion of a flight instructor enhanced qualification training program (FIEQTP) designed to prepare flight instructors to train initial flight instructor applicants.

CFI Recent Experience Requirements

The new CFI rule retains the current methods for flight instructor certificate renewal, as specified in §61.197, but refers to them as flight instructor recent experience requirements as CFI certificates will no longer have an expiration date tied to their certificate. Instead of renewing their flight instructor certificate every 24 calendar months, a flight instructor will need to establish recent experience at least once every 24 calendar months.

CFIs will still be required to submit an Airman Certificate and/or Rating Application (8710), along with associated documentationto the FAA upon completing the recent experience requirements. The 8710 will still need to be validated by a certifying official (DPE, ACR, FAA). The submission of the 8710 via IACRA remains the only method for a flight instructor to submit their data to the FAA to validate and track the flight instructor’s recent experience. Failure to document this recent experience will have the same effect as a CFI expiring and requires resinstatement.

CFI Reinstatement Options—New Three-Month Grace Period

Currently, §61.199 prescribes the requirements for those who wish to reinstate their expired flight instructor certificates. These include (1) satisfactory completion of a flight instructor certification practical test as per §61.183 for one of the ratings on the expired flight instructor certificate, or (2) satisfactory completion of a flight instructor certification practical test for an additional rating.  

The new rules retain all former reinstatement options, now relocated in §61.199(a)(2) and (3), for flight instructors seeking to reinstate their privileges when they have not reestablished recent experience prior to the last month of their flight instructor recent experience period.

Additionally, the rule adds a new reinstatement option in §61.199(a)(1) creating a three-calendar-month reinstatement period (grace period) immediately after lapse of the flight instructor’s recent experience period. During the three-calendar month grace period, flight instructors can reinstate their privileges by completing an FAA-approved FIRC and submitting an 8710 via IACRA; however, CFIs are not permitted to exercise the privileges of the flight instructor certificate during this grace period.

Qualifications for Teaching Initial CFI Candidates

cfi and student

The new CFI rule provides three different qualification options for CFIs teaching initial CFI applicants.

The new CFI rule provides three different qualification options for CFIs teaching initial CFI applicants. The first option retains the existing requirements of current §61.195 which include the requirements for the flight instructor to have held the flight instructor certificate for at least 24 calendar months and to have given at least 200 hours of flight training as a flight instructor.

The second qualification option modifies the previous §61.195(h)(3). Previously, §61.195 allowed a person to serve as a flight instructor in an FAA-approved course for initial flight instructor applicants if that person had trained and endorsed at least five applicants for a practical test, at least 80 percent of those applicants passed on their first attempt, and the flight instructor has given at least 400 hours of flight training.

This new rule modifies these requirements in the new §61.195(h)(2)(ii) by removing the minimum flight training hour requirement (400 hours) and removing the requirement for the flight instructor to be serving in an FAA-approved course. Section 61.195(h)(2)(ii) now requires a flight instructor to have trained and endorsed, in the preceding 24 calendar months, at least five applicants for a practical test for a pilot certificate or rating, and at least 80 percent of those applicants must have passed that test on their first attempt.

For the third qualification, a flight instructor must have graduated from an FAA-approved flight instructor enhanced qualification training program (FIEQTP). Additionally, they must have given at least 200 hours of flight training as a flight instructor before being eligible to complete the FIEQTP.

Additionally, to allow part 141 pilot schools to provide the FIEQTP, the FAA is revising §141.11 by adding the training program to the list of special preparation courses. The FAA is also adding the new training program to appendix K of part 141, which prescribes the minimum curriculum for the special preparation courses.

For More Information

The new rule was published in the Federal Register and takes effect December 1, 2024. The rule can be found here.

Video tip: what kind of cloud is that?

Clouds are often referred to as “sign posts in the sky”, and for good reason since they are one of the best visual indicators of what mother nature has planned for the weather. This week’s tip takes a look at the various types of clouds, when and where they form and what kind of flying conditions pilots can expect when flying in and around them.

The video clip below is from Sporty’s 2025 Learn to Fly Course

TAA Instrument Approaches: How to Navigate Terminal Arrival Areas

The Terminal Arrival Area (TAA) approach is designed to provide a transition from the IFR enroute segment to the approach environment with little required interaction between the pilot and air traffic control (ATC). This is accomplished by publishing operationally usable altitudes in lieu of a traditional minimum safe altitude (MSA) altitude defined within a circular sector.

The structure of the RNAV approach underlying the TAA is traditionally the T-design which is also referred to as the Basic T.  But TAA approaches may be modified from the standard size and shape to accommodate operational, or ATC requirements. Some areas of the Basic T may be eliminated, while other areas are expanded.

An example of the Basic T designed can be found on the RNAV (GPS) Runway 2 approach to the Columbia Regional Airport (KCOU) in Columbia, Missouri. Here, the T-design includes two initial approach fixes that follow a straight-line that is perpendicular to the intermediate course segment which connect at the dual-purpose fix, ULUFA. ULUFA functions as both an intermediate fix, and an initial approach fix, denoted IF/IAF on the chart. The T-design then continues from ULUFA to the final approach fix, FECFE, and then to the missed approach point.

basic t

A hold-in-lieu-of procedure turn is located at IF/IAF, ULUFA. When the hold-in-lieu-of procedure turn is necessary for course alignment to the intermediate approach segment, or another purpose, the dual-purpose fix serves as an initial approach fix (IAF). Following entry into the holding pattern, and when flying a route or sector labeled NoPT, the dual-purpose fix serves as an intermediate fix (IF), marking the beginning of the intermediate segment of the approach.

Entry onto the RNAV procedure can be accomplished on a no procedure turn routing via the initial approach fixes of LIDPE or RAGVE, or via the hold-in-lieu-of procedure turn maneuver directly to ULUFA; however, as noted, if approaching ULUFA between the magnetic bearings of 111° and 291°, the hold-in-lieu of procedure turn is not authorized. The procedure will be labeled as NoPT to indicate when the course reversal is not authorized when flying within a particular TAA sector. Otherwise, the pilot is expected to execute the hold-in-lieu-of procedure turn pattern. The only exception to this requirement would be if ATC specifically issued a “straight-in” approach clearance.

There may be times when pilots elect to use the hold-in-lieu-of procedure turn pattern even when it is not required by the procedure, but you must receive clearance from ATC before doing so. As an example, a pilot may wish to fly the hold-in-lieu-of procedure turn in order to descend to an appropriate altitude to begin the intermediate approach segment, even if properly aligned for the approach.

Traditional RNAV approaches publish MSA altitudes in a circular sector such as what you can see on the RNAV (GPS) 11 approach to the Central Illinois Regional Airport . Here you see the same Basic T structure, but with a MSL altitude of 2,800′.

rnav 11

The distinguishing feature of the TAA approach vs. a traditional RNAV approach is the depiction of operationally usable altitudes, which replace the traditional MSA circle. On the RNAV (GPS) Runway 2 approach to Columbia, you see these designated usable altitudes within the three TAA sectors.

taa sectors

If you were cleared for the approach direct to the RAGVE initial approach fix, and within thirty nautical miles of the selected fix as noted, pilots may descend in the TAA sector to the minimum altitude depicted of 3,100′ unless ATC provides other instructions.

It is important that the pilot knows which area of the TAA the aircraft will enter in order to comply with the minimum altitude requirements. This can be determined by calculating the magnetic bearing to the designated fix.

ATC may also clear an aircraft direct to the dual-purpose fix, ULUFA. As mentioned earlier, if the course to the fix is within the straight-in sector labeled NoPT, pilots are expected to proceed direct to the fix and accomplish a straight-in approach without executing the hold-in-lieu-of procedure turn.

An important operational note is that if you are unclear whether you are authorized to make a straight in approach from the dual-purpose fix, simply confirm with ATC.

 

How to obtain an airspace authorization for drone operations

As a Part 107 drone pilot (commercial operator), or as a recreational drone flyer, operations in Class G (uncontrolled) airspace are allowed without air traffic control permission. Operations in Class B, C, D and E (controlled) airspace require ATC approval. Since the inception of the rules governing UAS, Authorizations for controlled airspace operations have become much simpler and can be obtained from the FAA prior to flight through the Low Altitude Authorization and Notification Capability (LAANC) network or the FAA’s Drone Zone.

 

LAANC Requests

LAANC is available at more than 700 airports. In these LAANC enabled areas, authorizations are provided to drone pilots through companies approved by the FAA. The companies have desktop and mobile applications available for submitting authorization requests and to receive other safety critical information related to a drone flight.

The primary benefit of LAANC companies is that they provide near-real time approvals at pre-approved altitudes on the UAS Facility Maps. In terms of selecting a LAANC provider, you may choose the company that works best for you—they all provide information about the maximum altitude you can fly in a specific location and whether your flight is in controlled or uncontrolled airspace.

Follow these steps to get approval to fly through LAANC:

  • Apply on the date you wish to fly (or up to 90 days in advance).
  • Select the exact time, altitude and location where you wish to fly.
  • Make sure you select to fly at or below the altitude defined by the UAS Facility Maps (this will show up automatically in your LAANC provider app).
  • Approval is typically received in near-real time.

LAANC also provides further coordination of requests to fly above pre-approve altitudes as long as the operation is below 400 feet. These requests must be reviewed by an Air Traffic Manager and submitted at least 72 hours prior to the requested start time of the operation.

 

FAA Drone Zone

Drone Zone provides authorizations for all airports, but is the only option for facilities that are not LAANC-enabled; however, it does not provide authorizations in near-real time. All requests are processed manually at the FAA Air Traffic Service Centers.

Airspace Authorization through FAA Drone Zone:

  • Log into the FAA Drone Zone.
  • Select “Airspace Authorization”.
  • Fill in the required fields:
  • Review and submit your information to the FAA.

Upon submission you will receive a reference number for your application and you may check you application status anytime by logging back into the FAADroneZone.

If you have questions while filling out the request, you may contact the UAS Support Center.

 

Example of a LAANC Request:

Scenario:  a friend, who happens to be a real estate agent, asks for your help in obtaining aerial images of a property he is going to list for sale. Because he is a friend, you will take the images from your drone, but you will not accept any form of payment. It will just be a favor.

 

Step 1:  Is this a Part 107 operation (requiring a Part 107 certificate) or a recreational drone use application?

Part 107 flying include things like taking photos to help sell a property or service, roof inspections, or taking pictures of a high school football game for the school’s website even if you do not accept compensation. Goodwill can also be considered a Part 107 (commercial) operation. This would include things like volunteering to use your drone on behalf of a friend or a non-profit organization. Remember, if you are not sure which rules apply to your flight, fly under Part 107.

Because this scenario clearly falls under Part 107 drone use, ensure you possess a Part 107 certificate and are current for Pat 107 operations.

 

Step 2:  Ensure you and your drone are eligible for the flight.

Recreational drone pilots should take the Recreational UAS Safety Test (TRUST) and carry proof of test passage when flying. Part 107 certificate holders must be current (flight review completed within the previous 24 months) and have completed recurrent drone training within the previous 24 months.

Your drone should be registered and marked and be compliant with remote ID. If you intend to fly in twilight or at night, the drone must be equipped with anti-collision lighting.

 

Step 3:  Determine if an airspace authorization is required.

Operations in Class B, C, D, and surface Class E designated for an airport is permitted only with prior FAA authorization by using LAANC or DroneZone.  LAANC offers near real time approvals via apps with approved providers.

 

Step 4:  Obtain an airspace authorization if required.

In this example, we’re using the approved provider Airspace Link via its iOS app, AirHub Portal. Once you have registered for a FREE account, you can plan your operation by using the included map to sketch the intended area you intend to fly. If your intended area falls within controlled airspace, you will be alerted that an airspace authorization is required.

Enter the specific information to your operation including the intended altitude and duration as well as contact information for the drone pilot in command.

drone operations type

Receive automatic approval if within the pre-determined flight parameters.

In addition to receiving approval within the app, you’ll also receive an email copy of the approval which should be available to the PIC upon request.

See example of the email LAANC approval via Airspace Link.

 

LAANC Compliance Notes:

  • Authorizations can be made up to 90 days in advance
  • Each authorization can be made for up to 12 hours in duration and 10 nautical miles in area
  • Night operations are only available for commercial (Part 107) operators who have completed required FAA training/testing and have equipped anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision
  • If your flight plan is within 3NM of an FAA-designated stadium, operations are not permitted within 1-hr before/after the event time start/end.
  • All civil twilight operations require anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision
  • Operators may have up to five overlapping approved authorizations within 100 nautical miles of each other
  • If your flight plan is in Class E airspace, operations are not authorized in this airspace when there is a weather ceiling less than 1,000 feet AGL. Be sure to verify weather conditions before your operation, and be vigilant for low-flying aircraft
  • LAANC authorizations are for operations in controlled airspace. If your flight plan covers both controlled and uncontrolled airspace (by time or location), only the proposed area of operation within the controlled airspace will be submitted to the FAA

 

Webinar Video: Flight Sim 101

Want to use a flight simulator at home to improve your skills or save money on flight training? This webinar video, hosted by Chris McGonegle from Sporty’s and Ryan Koch from PilotWorkshops, you’ll learn how to use simulators effectively and how to avoid making mistakes that will degrade your flying skills. The presentation includes tips on software, flight controls, and add-ons. You’ll also get a preview of the new Microsoft Flight Simulator (launching in November).

Video tip: Airport runway signs and markings

All airports with ATC control towers in the U.S. (and many non-towered airports) use a standard set of pavement markings and elevated signs to call out important parts of an airport runway. In this video, we’ll explore the location and meaning of each in a simulated 3D airport environment so that you’ll be well prepared when operating at a large airport.

The video clip below is from Sporty’s 2025 Learn to Fly Course