I recently got my CFI, but was denied an FTSP account because my local FSDO has yet to process my CFI certificate, and said it will take some time while they get through the backlog. As an independent CFI does this mean I can’t instruct at all until I wait the full 6-8 week average processing time?
As a new CFI, I wanted to ask if there’s any helpful discounts anyone uses that might be helpful? I saw ForeFlight has or had a free subscription with every student who enrolls, and then Sporty’s mentioned free access to courses, but is there anything else that is worth checking out?
Hey everyone, I recently got my CFI/CFII and just completed my security awareness training and had a question regarding submitting a Security Coordinator per 1552.9. I plan to be an independent instructor so I know that even if I don’t train non-citizens I still need to make a FTSP account, but in the TSA training I did, it mentions Flight Training providers must also submit a person to be a Security Coordinator, so my question is as an independent CFI would I just submit myself or is just making a FTSP account enough since they’d have my name, email, title, etc as required per 1552.9?
I know this has been talked about, but for lesson plans is it better to make them more or less detailed? I’ve been doing a mix of Backseat Pilot and WiFi CFI, but they just include so much and I know people say to trim them down, but where do you stop? Is the goal to just hit the basics and move on, or should I keep more detail so I have it incase the DPE asks lots of questions? (I’m doing my CFI/CFII at Venture North if that helps)
Also, probably a stupid question, but for lesson plans is it just the Knowledge Section that is required or do you need to throw in what is stated in the Risk and Skills sections too?
I’ve been struggling with altimeter errors and it’s mainly because I can’t get over the “I thought cold air was higher pressure and warm air was low pressure, so doesn’t high to low and hot to cold both equaling look out below contradict each other?” However, I think I figured it out in a way that makes sense and want to see if I have it right?
For High to Low look out below, I’m imagining that I’m flying from a high pressure area where SLP is 30’, and by that logic 29’ would be 1,000ft, 28’ would be 2,000ft and so on. So if my altimeter setting is 30’ and I was at 2,000ft I would be flying at a pressure level of 28’. Then if I flew into an area of low pressure where SLP is 29’, it’d mean that a pressure level of 28’ is really 1,000ft off the ground. So, if I didn’t change my altimeter setting and wanted to keep my indicated altitude at 2,000ft I’d have to stay at a pressure level of 28’ because that’s what my altimeter thinks is 2,000ft based on my setting of SLP being 30’ and so overtime to chase that 28’ and stay at 2,000ft indicated I’d descend and the indicated would stay at 2,000’ but really I’m at 1,000ft msl.
Then for Hot to Cold, it’s not that warm air is high pressure, it’s that warm air is spread out more so pressure levels are spread out, whereas cold air is more dense, so the different pressure levels would be compressed into a shorter area. This means if I have an altimeter setting that in warm weather gives me an indicated altitude of 3,000ft at 27’, that if I wanted to keep that indicated altitude I’d need to stay at a 27’ pressure level and as I move into colder weather the pressure levels are more condensed, so that 27’ pressure level is closer to the ground meaning that while my indicated altitude still says 3,000ft because it is set to a warm weather altimeter setting, I am really below that because to stay at 27’ I had to descend.