Updates to 22nd-25th editions
OVERTAKING
The rule was: "Since a glider may suddenly turn away from the hill, you should only overtake another glider on a hill by flying between the glider and the hill." Some hang-glider and paraglider pilots have found this alarming! The recommended practice is now “Overtake with caution, bearing in mind the other glider could suddenly change direction”
STRESS
If you pull g doing aerobatics, the stress on the glider will depend on the speed that it is going at the time. 4g at Vne can do great harm. As a general conservative rule, if a load is incurred that is more than 3.5g the glider should be grounded and inspected.
RADIO
The radio chapter was extensively modified, and again after edition 25. It is not possible to summarise every change.
Dialogue between pilot and controller to cross Class D, and dialog to land at another airfield, now moved to greatly expanded radio chapter. Dialogue to cross danger area now deleted. All frequencies updated to 8kHz spacing and new gliding frequencies added.
MATZ
Some busy MATZ operate fast aircraft whole pilots have limited visibility. Although radio contact is therefore not mandatory in the MATZ, the CAA it is strongly recommends that you call on the published frequency at least 5 minutes’ flying time before you expect to enter the MATZ.
DROP ZONES
Drop zones keep well away from windward side of parachute drop zones. An R/T Licence OIS needed to call on a drop-zone as it is a non-gliding frequency.
ILS
Ask for a Basic Service if you are passing close to ILS feathers.
SKYWAY CODE
This replaces the VFR Guide
LAPL(S) and SPL
Merger of these two licences
EASA PART NCO / SAO
Many of these provisions have been deleted eg equipment to be carried over remote terrain, leaving just common sense
NOTAMs
More recent sample NOTAMs used
LOST
Call 121.5 rather than just landing. Scottish Centre now closed.
LANDING OUT
Scottish pilots say that there are additional risks from hidden obstructions in snow-covered fields. Special considerations for gliders with engines about when to make the decision.
OXYGEN
Just stick with 10,000ft at the point at which you switch on the O2. Lower if you are in poor health
PRE-TAKE-OFF CHECKS
Mnemonic now revised
MARKINGS ON ASI
On the dial of the ASI there are often two coloured bands. These depend on what is in the flight manual. For aircraft certified to the European standard, CS-22, or its predecessor, JAR-22, the green band runs from 1.1 times the stall speed (at maximum weight with the flaps in neutral and the landing gear up) to the maximum rough-air speed and the yellow band runs from the maximum rough-air speed to VNE. You should not use full deflection on any control while the ASI is in the yellow band. Older types may have different markings.
TRANSPONDER
Section on transponders extensively updated
FLARM
Note that in strong winds, especially on ridges or in wave the bearing given by FLARM may be grossly misleading, so use the alert as a command to look out. (best to look upwind of the alerted bearing)
WAVE
As the air steeply descends from the mountain, it also speeds up so you will want to spend little time here. In the rebound area it slows up, producing a region of turbulence known as ‘rotors’. These are often combined with thermals. The glider pilot who is searching for wave low down can use this region to climb out, but it can be rough. In moist air the rotor is often marked by an innocuous-looking cloud, but on closer examination the tops of these clouds can be seen to be descending on the down-wind side. Aim to push forward from the upwind-side of the rotor into the smooth wave.
CROSS-WIND
A cross-wind can cause a glider to drop a wing on take-off. If the tip catches on the ground, the glider may cartwheel and seriously injure the occupants. On the ground run on a winch-launch, always pull off the launch if the wing starts to drop, even before the wing hits the ground. (For this reason, you should have your left hand on the release knob.) On smooth short grass or concrete, it is often possible to recover from a dropped wing on an aerotow, but there are no guarantees here either.
RASP
URL changed http://rasp.stratus.org.uk/app/vb/viewer-basic.php
The rule was: "Since a glider may suddenly turn away from the hill, you should only overtake another glider on a hill by flying between the glider and the hill." Some hang-glider and paraglider pilots have found this alarming! The recommended practice is now “Overtake with caution, bearing in mind the other glider could suddenly change direction”
STRESS
If you pull g doing aerobatics, the stress on the glider will depend on the speed that it is going at the time. 4g at Vne can do great harm. As a general conservative rule, if a load is incurred that is more than 3.5g the glider should be grounded and inspected.
RADIO
The radio chapter was extensively modified, and again after edition 25. It is not possible to summarise every change.
Dialogue between pilot and controller to cross Class D, and dialog to land at another airfield, now moved to greatly expanded radio chapter. Dialogue to cross danger area now deleted. All frequencies updated to 8kHz spacing and new gliding frequencies added.
MATZ
Some busy MATZ operate fast aircraft whole pilots have limited visibility. Although radio contact is therefore not mandatory in the MATZ, the CAA it is strongly recommends that you call on the published frequency at least 5 minutes’ flying time before you expect to enter the MATZ.
DROP ZONES
Drop zones keep well away from windward side of parachute drop zones. An R/T Licence OIS needed to call on a drop-zone as it is a non-gliding frequency.
ILS
Ask for a Basic Service if you are passing close to ILS feathers.
SKYWAY CODE
This replaces the VFR Guide
LAPL(S) and SPL
Merger of these two licences
EASA PART NCO / SAO
Many of these provisions have been deleted eg equipment to be carried over remote terrain, leaving just common sense
NOTAMs
More recent sample NOTAMs used
LOST
Call 121.5 rather than just landing. Scottish Centre now closed.
LANDING OUT
Scottish pilots say that there are additional risks from hidden obstructions in snow-covered fields. Special considerations for gliders with engines about when to make the decision.
OXYGEN
Just stick with 10,000ft at the point at which you switch on the O2. Lower if you are in poor health
PRE-TAKE-OFF CHECKS
Mnemonic now revised
MARKINGS ON ASI
On the dial of the ASI there are often two coloured bands. These depend on what is in the flight manual. For aircraft certified to the European standard, CS-22, or its predecessor, JAR-22, the green band runs from 1.1 times the stall speed (at maximum weight with the flaps in neutral and the landing gear up) to the maximum rough-air speed and the yellow band runs from the maximum rough-air speed to VNE. You should not use full deflection on any control while the ASI is in the yellow band. Older types may have different markings.
TRANSPONDER
Section on transponders extensively updated
FLARM
Note that in strong winds, especially on ridges or in wave the bearing given by FLARM may be grossly misleading, so use the alert as a command to look out. (best to look upwind of the alerted bearing)
WAVE
As the air steeply descends from the mountain, it also speeds up so you will want to spend little time here. In the rebound area it slows up, producing a region of turbulence known as ‘rotors’. These are often combined with thermals. The glider pilot who is searching for wave low down can use this region to climb out, but it can be rough. In moist air the rotor is often marked by an innocuous-looking cloud, but on closer examination the tops of these clouds can be seen to be descending on the down-wind side. Aim to push forward from the upwind-side of the rotor into the smooth wave.
CROSS-WIND
A cross-wind can cause a glider to drop a wing on take-off. If the tip catches on the ground, the glider may cartwheel and seriously injure the occupants. On the ground run on a winch-launch, always pull off the launch if the wing starts to drop, even before the wing hits the ground. (For this reason, you should have your left hand on the release knob.) On smooth short grass or concrete, it is often possible to recover from a dropped wing on an aerotow, but there are no guarantees here either.
RASP
URL changed http://rasp.stratus.org.uk/app/vb/viewer-basic.php
