Torque wrote: Do have have this correct?
Not exactly, Anthony. Section 61 Subpart H is the FAR that defines the requirements to become a traditional flight instructor (what some here have erroneously called a
real CFI). Candidates must have a commercial pilot's license, and an instrument rating, and a second class medical. When the Sport Pilot rules were introduced eight years ago, Subpart K was added to Section 61. It defines the requirements for a so-called Sport Pilot instructor (Sport Pilot or above rating, no instrument rating required, no medical required). The first Subpart K instructors were the old ultralight (Part 103) instructors, and they mostly instructed in fat ultralights. But, a subpart K instructor can give instruction toward the Sport Pilot certificate in any category of LSA (S-LSA, E-LSA, E-AB meeting LSA rules, certified aircraft meeting LSA rules), and any class of LSA (airplane, glider, weight shift control, powered parachute, gyroplane, lighter-than-air) for which he or she is rated.
As the rules stand now, a Subpart K CFI can
only give instruction toward the Sport Pilot rating. This may change in the future. A Supbart H CFI can give instruction in any category or class for which he or she is rated, toward Sport, Recreational, Private, Commercial, or in some cases even ATP ratings. But, there's nothing to prevent a Subpart H CFI from instructing in an N-numbered fat ultralight, except for his or her unwillingness to do so.
Is the training the same?
The training is defined by the Practical Test Standards (PTS). Any CFI, whether supbart H or K, has to train Sport Pilots to the same standards. And, many of the PTS requirements are common to both the Sport and Private ratings, which is the thrust of the argument that some Subpart K instruction should count toward the Private.
and what about price for such training, is one different from the other or cost the same.
There's no simple answer to that. In a free-market economy, any flight school (and any independent CFI) is free to set prices as he, she, or it sees fit. Some Subpart K instructors choose to charge less than their Supbart H counterparts. Some flight instructors (of both kinds) choose to give their services away, while others (also of both kinds) charge a premium for their services. It is the skills, abilities, location, and reputation of the instructor that determine what someone may or not be willing to pay for his or her services.
Speaking of cost, I see someone is offering the SP certificate for $2695 in florida. I have spoke with another man whom wants closer to 7 grand for the same certificate.
You need to take all advertised prices with a healthy dose of salt. There are few flight schools that will guarantee that you can get a license for any particular flat price. Flight training is (or at least should be) highly individualized. Costs vary depending upon geography, and are influenced by such factors as local climate, airspace, and overhead at a particular airport. Different kinds of aircraft (i.e., weight shift vs. powered parachute vs. airplane vs. seaplane) require different training hours, and skills. Each student learns at his or her own rate. Some advertised prices include books, supplies, ground school, and maybe even the cost of the knowledge and practical tests. Others cover just the cost of the airplane rental and instructor. Some include taxes, fees, and fuel in the advertised price, while others don't. And, regardless of what the FAA may require, nobody will be able to predict in advance just how much training a given student may need, or desire. Maybe you will start your flight training with so much previous knowledge, exposure, and experience that you actually complete in 15 hours of dual and 5 hours of solo flight -- but, perhaps not. I've had students who actually needed twice that much training.
That said, the best way to find out what it costs to get licensed (in the kind of aircraft you want to fly) is to interview some of their graduates. A reputable school will always give you a list of references to call. Any school that won't do this is, IMHO, one to avoid.
FWIW, my advertised price for the SP license in a modern, glass-panel S-LSA, including all flight and ground instruction, taxes, fees, fuel, books, and training materials (but excluding written and practical test fees,which I neither set nor collect) is $5000. I've had a few students come in at this figure. Most go over, by anywhere from a few hundred to perhaps 1000 bucks.