CFI-G written exam question
Greig Glover
the official FAA test questions, but noticed that there are a lot of
questions on there that don't apply to soaring. Does anyone know how
to tell which questions apply to the CFI-G exam and which don't? I
would be interested to know if there are powered aircraft questions on
the exam.
Greig Glover
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Paul E. Remde
I recommend that you check out the FAA exam prep software that Bob Wander
has for sale on his website at:
http://www.bobwander.com/
Click on the link for "Computer Study Programs". The software is called
"Written" and it is from a company called Eagle Software. I bought a copy
of it years ago when I was studying for my Private Pilot Single Engine
license and found it to be very useful. If I remember correctly it kept
track of which questions to ask for the different exams (glider, etc.).
It is DOS software (at least it was years ago) but it is very
straightforward and functional. It keeps track of how many you get correct
and has many other nice features. The best part is that it costs only $30.
It's a great value.
Good luck in the pursuit of your CFIG. See you at the airport.
Paul Remde
Greig Glover wrote in message
<137e76a0...@usw-ex0101-001.remarq.com>...
Doug Turner
fundamentals of instruction on my CFIG written exam.
Good Luck,
Doug 7B
FBCOMPTON
categories of aircraft CFI including airplane, rotorcraft, etc. The glider
questions are indicated by a key in the back. Mark the glider questions with
a highlighter pen and start studying.
A computer generates the questions for your individual test. A student of mine
recently had a VOR orientation question on his computer generated CFIG written
(got it right by the way). May not seem fair, but you could have a VOR
receiver in your glider!
Burt Compton, CFIG
Miami Gliders flight school
Florida
Caracole
Fair? A glider CFI-G can instruct in any and all launch methods
(presumably, according to endorsements).
Wouldn't we find it likely that a VOR would be found in
the motorglider fleet? I've seen a few Stemme with LOTS
of electric nav systems in the panel. And several gliders
spend more in GPS installations than VOR systems.
Rue the day when FAA starts asking GPS questions....
(due to lack of standardization in their operation).
Using a VOR can be simpler than some of the GPS
receivers that are out there now.
Cindy B
FBCOMPTON
I agree. You are absolutely right! My use of the word "fair" was meant to
say to the student: "Yes, you must know this material - see the SSA Flight
Manual section 8-14".
While looking thru the CFIG Practical Test Standards under Operation of Systems
it refers to "avionics", implying that the applicant must understand how to
operate any radio and nav equipment aboard the glider (motorglider) being used
for the practical test. See page 1-9 of the new April 1999 CFIG PTS.
I tell my students that they must know the purpose of everything on the glider,
even that little step thingy on the left side of most SGS 2-33's - opposite the
canopy opening.
By the way, a number of glider pilots that have flown at Caracole have checked
out with us here at Miami Gliders, and each has nothing but high praise for the
teaching techniques at Caracole Soaring. Indeed, these pilots (some with
relatively low time) demonstrate a higher awareness during the checkout,
especially of the aerotow scenerios and landing situations. I'd like to learn
more from you myself - perhaps do my CFIG recertification someday at Caracole.
Have you published at CFIG syllabus or checkout guide for Caracole - can you
share some of your techniques with the SSA Instructors at the SSA Convention?
It seems each soaring site has developed some forms of unique training (above &
beyond the basic PTS Areas of Operation) with emphasis on certain scenerios
typical for the local flying conditions. We have Class B airspace, T-storms
and sea breeze fronts, so we put additional emphasis on these items during
every checkout.
Unfortunately rec.aviation.soaring may not the best forum, unless you develop a
thick skin, as the critics and skeptics can get out of hand. I often remind my
students that RAS is NOT the authority on soaring. Perhaps the SSF Seminars at
the SSA Convention are a better forum, or input to Frank Reid's Instructors
column in "Soaring" magazine.
In any case, thanks for your comments.
I feel that CFIG's should make earning a glider rating challenging (not just to
minimum standards), and therefore more interesting and safe.
Burt Compton
Miami Gliders
Burt Compton - "Miami Gliders" - FBCO...@aol.com
"To fly is everything" -
Lilienthal
Armand A. Medeiros
really FLY there.
Armand
FBCOMPTON <fbco...@aol.com> wrote in message
news:19991018175506...@ng-ci1.aol.com...
Rob Hughes
>(presumably, according to endorsements).
>Wouldn't we find it likely that a VOR would be found in
>the motorglider fleet? I've seen a few Stemme with LOTS
>of electric nav systems in the panel. And several gliders
>spend more in GPS installations than VOR systems.
>Rue the day when FAA starts asking GPS questions....
>(due to lack of standardization in their operation).
>
>Using a VOR can be simpler than some of the GPS
>receivers that are out there now.
I disagree with your assessment of VOR's being an easier concept to teach
than GPS operation. I personallywouldn't have too much trouble confusing
even a proficient instrument pilot on VOR operation. Particularly those of
us who use HSI's and haven't seen a regular OBS VOR in a while. :)
Either placard the instrument u/s or be prepared to answer questions on its
operation. Power pilots (...ducks behind a chair) are subject to the same
standards. If it is on the aircraft offered up for the flight test you are
responsible for understanding the operation of the equipment installed on
the aircraft.
There are questions that can easily cover GPS operation without getting
deeply into the detailed operation of a specific installation :
1.) How many satellites does it take to get a fix? How many for 3dnav?
2.) What is the basic operating principle of GPS? How does it work?
3.) How many satellites are there?
4.) Is your GPS "certified?" What does that mean?
5.) What sort of accuracy do you expect GPS to provide?
6.) Ad nauseum.
If you don't want to be subject to questions on a specific item for a flight
test then don't provide an aircraft containing that equipment for a flight
test. Better still, learn to operate all of the equipment you expect to see
with at least basic proficiency and understanding. It is a small price to
pay and part of the responsibility that comes with the privilege of a flight
crew license. Ask for a higher standard and you will get a better, safer
and more competent pilot who enjoys what they do more due to their
self-confidence. Comments?