Looking for a CFIG

Michael wrote:

But if you just need a CFIG, all you need is another CFIG, a tow plane
and tow pilot, a two seat glider, and a pilot with a couple hundred
hours (of which only a couple dozen need be in gliders). It will take
a couple of weekends at most, and that's if your glider pilot lacks a
commercial glider ticket. The most difficult and time-consuming part
will be getting a glider-qualified FAA inspector to fly with the guy if
he isn't already a power CFI.


Michael

Been lurking on this one, but I just couldn't resist coming back to
this point. If you REALLY believe this, then please let me know where
you fly, so I can make sure never to let anybody I care about fly
there.

Although all of the points you make in this paragraph may be
technically true, they're hard to reconcile with your later points
about the importance of truly teaching soaring. I'm hoping that I'm
just taking your comments out of context.

In our club's experience over the past 30 years (I've been a member for
20), I would say that the typical CFIG candidate comes to the table
with about 300-400 hours (ie. not a ton of time). But, our CFIGs who
do the training and sign-off for the rating will typically require
dozens of flights and lengthy one-on-one ground school to ensure that
the candidate is able to handle the decision making and emergency
situations that come along with the territory. In my 12 year CFIG
career so far, I've only recommended two candidates for CFIG (both
passed first time), and each one probably consumed about 40-60 hours of
my time when all was said and done. That's not a lot when you consider
how much time we spend in the office or on much less worthy pursuits
:-)) In retrospect, I'm sure we could have shaved off some prep time
here and there and (maybe) still had candidates pass the practical, but
I also have faith in most Examiners to recognize where too many corners
have been cut.

Being a CFIG is not some superhuman power available only to an elite
few, but it's not something to be entered into lightly.

Erik Mann
LS8-18 (P3)

Papa3 wrote:
Michael wrote:
I'm hoping that I'm
just taking your comments out of context.
Erik Mann
LS8-18 (P3)

Apologies - looks like after reading the thread in reverse order you
and I are on the same team (at least I think so).

P3

Apologies - looks like after reading the thread in reverse order you
and I are on the same team (at least I think so).

Mostly. I don't have your faith in examiners or inspectors to
determine that too many corners have been cut. I've seen too many
substandard instructors breeze right through the checkride. I really
don't think the right things are being tested. That's why I don't
think much of off-site one-week or two-week CFI training programs.
They're quite effective at getting people the certificate, but not so
effective at producing a quality instructor. That requires extensive,
one-on-one training and mentoring (here we're very much on the same
page). It also requires that you start with pretty good material -
meaning someone who is already a competent soaring pilot and has some
aptitude for instructing. I'm not saying every instructor has to have
flown the diamond distance, but surely flying the silver distance ought
to be considered a (very) minimum standard.

300-400 hours is actually quite a bit in gliders, in most cases,
whereas in airplanes it's actually not much experience. That's not
really so much a function of the aircraft as it is a function of how it
is used by most pilots. For a power pilot, 200 hours of XC usually
means 180+ hours of droning along, straight and level, in good weather,
with little effort or thinking required. Maybe there will be 20 hours
in there of flying challenging weather, terrain, etc - and maybe not.
It's not because it has to be that way - even a power VFR XC can be
challenging if you're, say, crossing the Rockies in a low powered
airplane (and it actually requires some soaring skills) - but few power
pilots do that kind of flight. Most power pilots don't even launch on
a XC flight unless they are reasonably assured that they will complete
the flight to the destination effortlessly. Soaring is different -
making destination is never really certain (even if you don't land out,
you often have to scale back the task to fit the conditions - and we
all accept that you may land out anyway) and you're constantly working,
looking for lift, working lift, replanning what you're going to do.
200 hours of that makes a pilot. That has certainly been my experience
when I have taught glider pilots in power.

Can you realistically make a glider instructor out of someone who has
400 hours of nothing but flying circles around the home field (if you
could find such a one)? Of course not, but you could easily get him to
pass a CFIG checkride.

Michael

A competent glider CFI is one who has the ability to instruct to PTS
private and commercial standards. If you want to learn advanced cross
country and racing skill then seek out a qualified mentor. There are
few instructors that have XC and racing skills that would rather spend
the weekend in the back of a trainer than go XC in their own ship.

I had 150 hours in gliders, a gold, and 2 diamonds when I applied for
my instructor certificate. I instructed at 2 US clubs, 1 UK club, and
also at a US commercial operator. I long ago gave it up for the
pleasures of racing my own ship. I satisfy my instructor needs by
giving instrument instruction, wings training, and flight reviews in
airplanes. I give tail wheel instruction if I need some excitement. I
can do all that before or after work on weekdays. That leaves the
weekends free for soaring.

Andy

A competent glider CFI is one who has the ability to instruct to PTS
private and commercial standards.

If you believe that, you have some mighty low standards of competence.

If that's all you're looking for from an instructor, I can take any
halfway competent glider pilot (meaning one who can safely fly circles
around the home field - no XC competence necessary) and make him into a
CFIG in a weekend.

Michael