Sport CFIs and Simulated Hours

5 Answers

1. 
   

   
   

   KDS on Oct 16, 2019

   There are a lot of people here who are smart on sport pilot stuff. I’m not one of them. So, hopefully one of the smart people will come along and comment. However, if I had to put money down on a bet, I would bet that “flight time”, as used in that regulation means what it says in FAR Part 1 under the definition of “flight time”. In other words that the simulator time there would not count towards the 150 hours of flight time.

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2. 
   

   
   

   Mark Kolber on Oct 17, 2019

   No. A simulator is not an “aircraft” and “flight time” does not take place in one. The FAR 1.1 definitions of “aircraft” and “flight time” apply throughout the FAR in the absence of specific regulations saying otherwise.

   You will notice, for example, that even when the FAR does allow simulator time to be used, it uses phrases like “may be credited toward” requirements. It never actually calls it flight time.

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3. 
   

   
   

   LTCTerry on Oct 17, 2019

   Assuming you live in NE Ohio based on the FBO link you shared, there are other crazy ways to get where you want to going. There are three glider clubs near you in OH and one in PA.

   All four clubs have a nice selection of gliders. Not one of them has the rather ubiquitous but clunky SGS 2-33 (one of the few light sport two seat gliders). There are even a few aerobatic ones…

   You need 50 hours and want to be a sport instructor. In 50 hours you could earn a private pilot glider rating (Written test and checkride required), become a commercial glider pilot (written and checkride), and then a CFI-G (FOI and CFIG written and checkride).

   Benefits:

   • You need the 50 hours anyway; once rated soaring is much cheaper than the rates on page you posted.

   • Now you’re a commercial pilot – even if that’s not what people think it is! But, it means you can give glider rides to paying passengers.

   • You’re a “real” CFI rather than CFI-SP – I don’t mean that disparagingly; this has great value.

   • CFI-G checkride is “virtually always” with a DPE rather than the FAA.

   • CFI-G includes light sport instructor privileges. You can add on LSA with two instructors.

   • Take the FOI and Basic or Advanced Ground Instructor tests, then when you take any of the glider checkrides have the DPE submit that at the same time. Now you’re a ground instructor, too! (Also protects the FOI test results from expiring.)

   • You’ll gain a ton of valuable “formation flying” experience on tow and more importantly stick and rudder skills that will make you a better pilot and instructor.

   • And, glider clubs need instructors – perhaps even a better deal than becoming a CFI-SP. There is probably a much bigger market for CFI-Gs than CFI-SPs. Any CFI can instruct LSA (ASEL), but almost none of them can instruct in gliders.

   • Remember, you need the hours anyway…

   I obviously don’t know your personal situation. I think the big driver for LSA is people who wouldn’t pass a third class medical but want to fly; LS you can fly with a “drivers license medical,” unless you have “issues.” Not even “drivers license” is required for glider flying.

   I am a CFI-G. Working on Commercial AMEL and CFI-ME. To be followed by ASEL.

   My yahoo email is ltcterry2006@… if you have questions. Happy to talk to you. Hope this has given you something to think about.

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4. 
   

   
   

   Mark Kolber on Oct 20, 2019

   LTCTerry, as wonderful as gliders are, I’m relative confident they can’t be used to meet the requirement for “100 hours of which must be as ‘pilot in command in **powered** aircraft.'”

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5. 
   

   
   

   LTCTerry on Oct 21, 2019

   Mark – no dispute that gliders don’t count as powered aircraft. No dispute I’m biased, too. Though I like to think with good reason.

   CFI with (or without) a glider rating also includes sport pilot instructor privileges w/ all the applicable ways to add on ratings. The OP could become a glider instructor with not much more flight time than he has now. When he attains 150 total/100 power he automatically has the ability to have a pair of CFIs “give” him LSA ASEL instructor privileges. No written. No checkride. Because CFI-SP exists inside every “real” (Maybe “traditional” is a nicer word) certificate. He only has to take one initial CFI checkride instead of two (SP and traditional).

   All the glider time counts towards the 150, even if it’s not completing the 100 hour part. As a commercial glider pilot he could be paid to give rides…

   Using myself as an example. I am a CFI with glider rating. That includes CFI-SP privileges. I have an ASEL rating. I can fly LSA. I can “train to proficiency to instruct LSA” with one instructor and “demonstrate proficiency to instruct” with a second instructor, and I can instruct in LSA ASEL w/o ever talking to a DPE.

   I fully understand that if I want to instruct in “too-heavy-to-be-light-sport” I do need a written, a checkride, etc.

   Commercial Glider is one of the few gigs where you can be paid to fly paying passengers with very little total time.

   The OP and I have emailed a couple iterations offline. Turns out the actual goal is 1,500 and an ATP-level flying job. His local flight school is willing to let him instruct LSA after he gets an instrument rating – so powered hours won’t be an issue. For ATP, several hundred inexpensive glider hours can count, including cross country, towards the 1,500 required.

   It also turns out that the lead to his local glider club might result in him having an opportunity to become a tow pilot. The Soaring Society of America has an arrangement with the FAA that private pilots can be compensated for their efforts as tow pilots.

   Financially, doing initial commercial and initial instructor in gliders makes the later airplane training likely tax deductible as add on training to existing ratings. Something that can help reduce the cost of expensive training.

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