Yes, it does seem that the proficiency level required is perhaps identical.
The real issue is really just the availability of DPEs.

We'll see over time how many pilots choose the SP transition option
instead of or before the CFIG.

In any case, it IS another option, so I hope those pilots
in more remote areas or who are waiting for weeks after beeing fully
trained to get a DPE test will consider using SP to reduce wait
times to exercise privileges.

Cheers!

In article bbvId.5425$ry.3903@fed1read05,
BTIZ wrote:
all valid arguments Mark.. but the proficiency level is about the same.. (at
least I think it should be, I have not torn apart the new FAR as much as you
have), I agree that it is a matter of two CFIs agreeing this new SP CFIG can
teach..

I guess we do not experience the lack of DPE access, we have one in the
valley, it is a simple thing of working around his airline schedule, which
has never really been a problem.

BT

"Mark James Boyd" wrote in message
news:41f203e0$1@darkstar...
What would make you think it is easier for an ASEL CFI to become a full
CFIG than to become a Sport Pilot - glider - CFI?

To become a CFIG takes two FAA practical tests with a
DPE. To become an SP-CFI-G takes two proficiency checks
with a glider CFI.

Glider CFIs outnumber DPEs by at least 80 to 1.

If a DPE is readily available, then sure, both are equally
easy. But if you live somewhere without DPEs available,
the SP-CFI-G may not only be easier, it may be the
ONLY option.

It certainly has nothing to do with availability of gliders.
There is nothing in the Sport Pilot rules that prevents
all of the training and proficiency checks being done in
a glider that is NOT a Light Sport Aircraft.

Your other point, about the utility of the license,
is valid, however. Without a 2-seat LSA glider to train
students in, an SP-CFI-G doesn't have much business.

So if there isn't a 2-33 or SZD 50-3 nearby, this
privilege isn't terribly useful. That part is
completely true, and significant.

I could talk about the drawing boards, and about increasing
the speed limit to 120 knot for tow or launch instead of Vne,
and how this would then allow G103 and L-13 as LSA,
but I won't because you asked me not to

In article ighId.4916$ry.1044@fed1read05,
BTIZ wrote:
"Mark James Boyd" wrote in message
news:41f15b1e$1@darkstar...
I hope he gets a few questions about Sport Pilot transition to
gliders, and how to become a Sport Pilot glider CFI by easily
transitioning from ASEL CFI.

I suspect we'll be seeing a lot more Ultralight and ASEL
pilots there than previous conventions. Mike Melvill
should draw a pretty good crowd.

I would think it would be easier for the ASEL CFI to become a full CFIG,
and
forget the sport pilot glider.... why limit himself. There are not too
many
2 seat gliders that fall into the Sport Aircraft category. Let us not talk
about what is on the drawing boards (white erase boards?) lets talk about
what is flying now.

BT




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Mark J. Boyd




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Mark J. Boyd