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#1
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SoCal CFIGs needed.
The Lake Elsinore Soaring Club is looking for qualified CFIGs to
become part of our instruction staff. The club is located at Skylark Airport in the city of Lake Elsinore, California. We have year round soaring and operate from 10:00am to 4:30pm on Saturday, Sunday and Wednesday. The club has 2 Callaire A-9 tow planes that provide the tows for the following gliders in our fleet: 3 - SGS 2-33A 1 - Blanik L-13 1 - SGS 1-26A 1 - Pliatus B4 Monthly dues are waived for a CFIG's service, which means that you can fly any glider in our fleet (that you are checked out in and qualified to fly) for the price of a tow. Instuction fees are paid directly to the CFIG by thier students. You can checkout our web site at www.soarelsinore.org. Intersted candidates please contact the Chief Flight Instructor, Mike Havener, at . |
#3
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#4
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Sport pilot to the rescue!
Take a look at the NPRM for sport pilots. You'll notice that the requirements for a current power CFI to become a glider "sport" CFI are simply two endorsements from two different already "glider" CFIs. No checkride required. So once this rule is in effect, you can make a power CFI into a glider "sport" CFI in a single day with no FAA paperwork or checkride. Just get two CFIGs to fly with him/her and write endorsements. Then have this "new" sport CFI do the pre-solo, solo, and training for students. Then when the student has the requirements for the private, send the student up with a CFIG for a progress check and sign off. The "sport" glider time and training will count towards this private rating (at least that's what the NPRM proposes). Alternately, if the student already has a Private power license, once they're signed off for aerotow and glider current, they can fly experimental gliders with passengers. 61.31(k)(iii) exempts holders of pilot certificates from PIC category and class requirements in experimentals, but does not exempt currency or endorsements required. Caveats are the experimental limitations can't restrict the pilot to only those with category and class, and the insurance company. But this is already possible under the current rules. Probably better is to teach an already power pilot enough to sign off for aerotow and glider solo, then endorse the pilot as a "sport" pilot in category and class and make and model. Then they can take one passenger in that sport glider. I wonder if any of this will make it past insurance companies, though. If not (if the insurance guys only want CFIGs instucting) then all this is moot and your back to the (fairly rare) CFIG. The actual pure "sport" glider license itself is absurd. A prereq is 25 mile cross-country training, which includes flight solely by reference to instruments. This is much more than the requirements for the Private glider. Hopefully the NPRM doesn't reflect the final rule and all glider X-C references will be deleted. http://www1.faa.gov/avr/afs/sportpilot/index.cfm |
#5
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I believe max gross is 1232 and Vne is less than 115 for
sport gliders, so yes, the L-13 and G-103 don't qualify as sport but the 2-33 certainly does. So does the 1-26 (just barely). On the other hand the PW-5 is so wicked fast it too cannot qualify as a "sport" aircraft. :P |
#6
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most single seat gliders.. other than the 1-26.. may not qualify because of
the low stall speed limit.. but mostly for the max Vne.. 115Knts.. most have Vne well above the 120s and into the 140s Even the ultralight Sparrow Hawk does not qualify for the "Sport Pilot".. it's Vne is 123Knt BT "Mark James Boyd" wrote in message ... I believe max gross is 1232 and Vne is less than 115 for sport gliders, so yes, the L-13 and G-103 don't qualify as sport but the 2-33 certainly does. So does the 1-26 (just barely). On the other hand the PW-5 is so wicked fast it too cannot qualify as a "sport" aircraft. :P |
#7
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I would think it would be based on information when the type data
certificate was issued. And why would a manufacturer limit himself to lower performance.. just limits the potential buyer list.. BT "Marc Ramsey" wrote in message ... "BTIZ" wrote... most single seat gliders.. other than the 1-26.. may not qualify because of the low stall speed limit.. but mostly for the max Vne.. 115Knts.. most have Vne well above the 120s and into the 140s Even the ultralight Sparrow Hawk does not qualify for the "Sport Pilot".. it's Vne is 123Knt What prevents alternative LSA versions of the POH and placards? Marc |
#8
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Mark James Boyd wrote:
Well, if I recall correctly, Vne is .90 of Vd (design diving speed), Vd is 1.4 times Vno, and Vno is predicated on category (aerobatic, utility, normal), right? So if the manufacturer creates an STC for a different category (perhaps also allowing a different C.G. range, like the Cessna 172) then Vne could be altered by a simple POH change and placard change? And it seems this could be easily reversed. Perhaps not a bad idea either to in this way restrict the "LSA" version to non-aerobatic manuevers... Or I suppose you could just safety wire the flaps "down" all the time, thereby reducing stall speed AND Vne at the same time ;( If the market is there, we'll get to see some potentially interesting paper-shuffling... Scuse me, but what is Vd, Vno, STC, C.G., P.O.H., LSA, and Vne? And please explain after expanding. Other than that, I know what you are talking about ; To the point, does a FAQ exist for these acronyms? The noob.....gotta start somewhere (Donning Asbestos and running for cover.... hehe) |
#9
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14 CFR 1.2 Abbreviations and symbols.
Not included: STC - Supplemental Type Certificate CG - Center of Gravity POH - Pilots Operating Handbook LSA - List of CFR sections affected http://www.access.gpo.gov/nara/lsa/aboutlsa.html But he means - LSA - Light Sport Aircraft Allan " Scuse me, but what is Vd, Vno, STC, C.G., P.O.H., LSA, and Vne? And please explain after expanding. Other than that, I know what you are talking about ; To the point, does a FAQ exist for these acronyms? The noob.....gotta start somewhere (Donning Asbestos and running for cover.... hehe) |
#10
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You have all mistakenly assumed that the Max speed
limit set by the Sport Pilot initiatve equates to Vne. It does not. It is defined as maximum speed at level flight with full thrust. You are all correct that The Sport Pilot initiatve is inappropriate as it relates to soaring. ie; As a new 'sport student' in the Glider category, 17 hours instruction is required. It's only 10 now. As a Private Pilot, only 3 hours instruction is required, AND serves as the Private Pilots BFR. The prime aspect of the Sport Pilot initiatve is the 'Driver license Medical'. Most Sport Pilots will come from the ranks of Private Pilots that are unable to obtain a 3rd class medical. These guys may have not flown for years. The only requirement will be to obtain a BFR and be endorsed for make and model of aircraft. At this point, this INCLUDES Gliders that fit the S.P definition related to wt, speeds, px. There is no requirement for launch endorsment (aero-ground -self) There IS a 10,000ft max alt. restriction. The endorsment may be from any CFI-G or a person like me, a Former Ultralight instuctor, GRANDFATHERED as a Sport Pilot instructor. I contend that a 'no-Medical' has Always been available to those Pilots unable to get the Class 3. And, that the Self launch Motorgliders curently available provide much greater privilages and less restrictions than Sport Pilot and even P.P airplane in some cases. Chuck |
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