Updates to 14th, 15th and 16th editions
Role of the BGA
Full members of the Association are gliding clubs (of which there are currently 82). They pay an annual subscription based upon the number of individual pilots within each club. There are very few civilian clubs in the UK that are not members. Military gliding (eg the Air Cadets) is not part of the BGA.
Gliding has now come with the scope the Civil Aviation Authority, but the BGA still has important functions in supporting the CAA in the airworthiness of gliders, safety and training. In particular all glider instruction will have to take place within an EASA Approved Training Organisation (ATO). The BGA and its member clubs though some delegation will comprise a single ATO. Any clubs providing instruction outside the BGA will have to become an ATO and abide by EASA regulations unless they only operate specific, old gliders, known as Annex II gliders.
The BGA also negotiates on our behalf with the authorities on changes in regulations such as airspace.
Your vision
Our field of view can be divided into three areas: a small oval shape where we see detail, a second area with worse resolution and a third area of peripheral vision, which is mainly sensitive to sudden movement. (The 3° of primary vision is not much larger than the area of a full-sized altimeter on the instrument panel as seen from the pilot’s seat. Other detail that you think you see outside this zone is an illusion.
AIP
The UK Aeronautical Information Publication is no longer available as a hard copy
Class E, F and G airspace
Where Class E airspace exists, any glider can penetrate this without clearance, provided that they can comply with VFR, which are the same as for Class D airspace. No radio is required but all flights should “receive traffic information as far as is practical”. Class F airspace no longer exists.
ATZ
Even if an aerodrome has no Aerodrome Traffic Zone, the pilot of any aircraft flying in its vicinity must comply with the Rules of the Air Regulations and stay clear of it. It is good practice to make their presence known by radio if flying close to any airfield, even those without an ATZ. A recent study identified that 53% of powered aircraft collisions and 80% of glider collisions occur close to airfields.
Transponder and radio mandatory zones
After 6 April 2012 gliders have had to use a Mode S transponder
· when flying at or above Flight Level 100 (unless it is in an active Temporary Reserved Area for gliding),
· when flying under Instrument Flight Rules in controlled airspace (unlikely except by accident), or
· when flying in controlled airspace of Class A, or C or any other airspace (called transponder mandatory zones (TMZ), notified as requiring a transponder.
There are transponder mandatory zones (TMZ), for example near Stansted Airport. They allow aircraft to cross below controlled airspace while remaining in Class G, ie uncontrolled airspace, without alarming the controllers. The boundary is a series of small semicircles.
There can be local letters of agreements allowing gliders to fly when powered aircraft need transponders. However the chances of getting clearance even through Class D airspace without a transponder will probably reduce.
If you are asked by a controller to 'squawk', this means you should dial into the transponder the code that they will give you. If you do not have a transponder say "Negative transponder".
Radio Mandatory Zone (RMZ)
Radio Mandatory Zone (RMZ) may soon become a permanent feature of UK airspace. (A temporary one was created during the replacement of an airport’s radar but others may appear in future. To gain entry to a RMZ a pilot must establish two-way communication with air traffic control before entering the RMZ and then remain on frequency while in the zone unless instructed otherwise.
Instrument landing system
An ILS is a radio beam transmitter that provides a direction for approaching aircraft that tune their receiver to the ILS frequency. It provides both lateral and a vertical signal. It enables a safe landing during times of reduced visibility. However power pilots like to practice when you might be flying. Since they are concentrating on flying on instruments, any glider in the vicinity may not be noticed. Some airfields, even some without controlled airspace, have an ILS. These are marked by chevrons on the half million chart. eg Shoreham. If you are in the vicinity, keep a good look-out. Cloud climbs would be unwise round here.
Cloud flying
If you have to enter cloud (for example by descending through it from a wave flight), fly away from any mountains, open the airbrakes. Opening the airbrakes will help to control your speed. Fly straight as you enter the cloud and then monitor the speed.
If you have them, switch on any the artificial horizon/turn & slip indicator in good time. Mechanical for the gyros take a few minutes to speed up and then require you to fly straight and level for a short while to set them. It is also possible that your battery has insufficient charge to power the artificial horizon. Consequently, if the horizon's flag has not yet disappeared, the gyro is not spinning fast enough and the instrument should be ignored to speed up, and open the airbrakes. Opening the airbrakes will help to control your speed. Fly straight as you enter the cloud, and then monitor the speed and the artificial horizon/turn & slip.
Remember with a cloud flying rating you do not need any clearance to fly in IMC in uncontrolled airspace.
EASA licences
Endorsements can be added to licences to allow cloud-flying, cross-country flight and aerobatics. Additional ratings will be awarded for instructors and examiners.
Self-sustaining (turbo) gliders cannot launch themselves and for pilot licensing are classed as gliders for pilot licensing. Pilots of self-launching motor gliders and touring motor gliders need an additional rating are classed as powered aircraft and the pilot needs a power licence to fly one.
EASA licences are not yet mandatory in the UK for glider pilots, but the delay in their implementation may end in 2018.
EASA Part-NCO
In addition to the European laws in Part-M (maintenance & airworthiness) and Part-FCL (flight crew licensing) are other assorted requirements in Part-NCO (non-commercial operations). Most of these confirm what is already in existing British law (and common sense) but others of note are:
Radio
A prefix of "Glider" before your call-sign will alert people that you are particularly sensitive to the law of gravity. They then should make allowances if you are in a circuit or passing through airspace.
Plotting a bearing
Place the protractor over the place from which you are travelling so that the line that marks zero degrees is aligned northwards. Draw a line on the map. Between the two places. Put the protractor on the starting point and read off the bearing to the destination.
Interception
The chances of you needing to know this are remote. However if the red flares and red lights haven't worked, a military aircraft might just fly just above and out to one side, and then waggle its wings. You have been intercepted and, oh boy, you are in trouble! Waggle your wings to acknowledge and call 121.5Mz. If the interceptor turns you must follow it. If it breaks away sharply, you are now clear and you can proceed. Again waggle your wings to acknowledge. If the aircraft lowers its undercarriage, you must land.
Human factors
The minimum age for solo flight is now 14. You have to be 16 to fly cross-country.
To fly solo you need either a LAPL medical or an EASA Class 1 or 2 medical. GPs can issue a LAPL medical but a Class 2 medical has to be issued by a doctor approved by the CAA. You are required to re-validate your medical certificate (within the 45 days before the expiry date) if you wish to continue exercising the privileges of your LAPL licence: However to fly solo, the self-declaration form has to be endorsed by the pilot’s doctor. This self-declaration remains valid until age 45, at which time a new self-declaration must be made and endorsed by the pilot’s own doctor. Self-declarations must then be renewed (with a doctor’s endorsement) at ages 50, 55, 60, and 65, then annually. It is recommended that the self-declarations are made in the month that they expire. If you have had a serious illness, a new declaration is required.
Under 40 years old – every 60 months (or until 42nd birthday if earlier)
Over 40 years old – every 24 months
(Class 2 licences must be renewed annually after 50)
It is the responsibility of the pilot (not the gliding club) to check that his medical is in date. If you are unsure that your medical is still valid, do not fly. Without a valid medical you are uninsured. If you have had a serious illness, a new medical is required.
Some Perspex® canopies do not block ultra-violet light so wear sun-screen.
During long flights in very hot conditions, it is possible to overdose on pure water, because you will lose essential electrolytes. It's called 'hyponatremia'. Eating a balanced diet during the flight, as well as drinking, will replace these salts. Sports-drinks will also speed up recover.
Trimmer
The trim control of a glider is a way of reducing work-load. Instead of constantly applying a force to overcome an unwanted tendency to speed up or slow down the pilot can use the trim lever to apply the force instead. The force is created either by a spring or by aerodynamics.
On older gliders you will often see the aerodynamic type as a tab on the elevator. These have the disadvantage of adding drag. A variant is the 'anti-balance tab'. These move relative to the elevator when the elevator itself moves. They are designed to increase the stick forces needed when flying at higher g, whenever they would be otherwise too light. Without this device a pilot unknowingly might apply too much elevator at high speed and thus overstress the glider.
Rudder
Because the rudder forms a major part of the total fin/rudder area, losing the rudder might cause a complete loss of directional stability.
Most of the time the rudder is just used to tidy up turns, but it can be used to create yaw deliberately in a side-slip to lose height. The force needed to operate the rudder is generally not high but can become high in a side-slip. In some gliders the rudder can lock over and considerable force may be needed to centralise it.
Flaps
Lowering the flaps to positive increases lift, moves the centre of pressure rearward and so pitches the nose down. Positive flap reduces the stalling speed, but it also increases drag and stress.
Spoilers & airbrakes and limiting of speed
What people call 'airbrakes' are more properly spoilers. They reduce lift and so increase the rate of descent, mainly when for landing. This should already be well understood. Airbrakes also increase drag, reduce lift and increase stability. By increasing drag, they can also be used to help to limit speed if control is lost when flying in cloud, or if undertaking aerobatic manoeuvres.
Air flow over the wing
There is a point in front of the leading edge of the wing where an air molecule has a 50:50 chance of going above or below the wing. This is known as the 'stagnation point'. The velocity of the air is zero at this point.
Stalls & spins
Spins can arise from a slow over-ruddered turn, from a turn at low speed after a failed winch-launch, or even while thermalling with excessive rudder. You should already know how to prevent these spins, and how to recover. Stalls and spins are both caused by high angles of attack, but in the case of spins, the additional factor is that one wing stalls first, often because of yaw.
The correct action to recover from a simple stall in a glider is to move the stick forward centrally until the speed increases sufficiently to un-stall the wings. Do not try to raise a stalled wing with the ailerons. This incorrect action may provoke a spin.
Unlike a straight stall, the tip of the wing stalls first in a spin. The additional drag from the tip of the stalled wing causes the glider to rotate about the stalled wing. This is known as ‘autorotation’. The correct procedure to recover from a spin is to
Spins can arise from a excessive yaw in a slow over-ruddered turn and even while thermalling with excessive rudder. They can also be caused by a turn at low speed after a failed winch-launch
Ballast
For Standard-class gliders, ballast only makes sense in very good conditions. For flapped gliders with a greater span the mathematics indicate that water ballast is useful more often.
Undercarriage
Check the attachment front skid if the glider has one. This will also help protect the pilot from a heavy landing, but nose-wheels often do it better.
The glider's tyres should be properly inflated. A foot-pump for car-tyres is usually suitable. An under-inflated wheel will cause additional drag during take-off and landing and will reduce its ability of the undercarriage to absorb the shock of a heavy landing. Under-inflation may also cause damage to the inner tube.
Many gliders have a brake on the main wheel. It is usually operated by applying full airbrake, with a lever on the stick or by pushing with both feet on the rudder pedals. It is important that this is functioning to avoid collisions on the ground. If the wheel-brake is not functioning, the glider is unserviceable. Without a wheel-brake, take care when landing on firm ground, in tail-winds or on downhill slopes, or worst of all, all three.
Rigging
Even with self-connecting controls, it is still possible to mis-rig a glider so be sure that you know very clearly what you are doing and that you are not distracted when rigging and DIing.. For example, although the fuselage fittings attach the wings to the glider, there are usually pins that stop the wings from sliding apart. You would not survive a winch-launch without the pins in place. If you haven’t rigged a particular type of glider before, ask for a demonstration from someone who really knows.
Flight manual
Flight manuals contain vital procedural and performance related information for the rigging and operation of a particular glider. Manuals must be kept up to date if changes are issued by the manufacturer. In the case of recent gliders, replacement flight manuals can be bought from the manufacturer or their agent. However for many older gliders you will have to rely on material from owners of other examples of this type.
Pre-flight checks
Checking full a free movement of the controls should be done only after both pilots are strapped in to ensure that there are no obstructions. There should be free movement in every direction and there should be a visual check that the surfaces are both moving and in the right direction.
G relief
The fuselage of a glider produces no lift. It therefore it hangs from the wings and its weight causes bending loads on the wings. When a glider pulls g in normal flight, the extra apparent weight of the fuselage pulls down on the wings even more, but the wings are also subject to the same g-force. The extra apparent weight of the wings partly stops them from bending up. This is known a 'g-relief'.
During a winch launch the fuselage transmits the tension in the cable to the wings and they will bend up. However the wings themselves are experiencing normal g. and so there is no g-relief.
ASI
You should not use full deflection on any control while the ASI is in the yellow band.
There may also be a white arc up to maximum speed allowable for positive flaps. A yellow triangle will show the lowest approach speed (at maximum weight without water ballast) recommended by the manufacturer.
If the air arrives at an angle, it cannot fully flow down the Pitot tube The dynamic pressure measured by the ASI will be reduced, and it will under-read if blocked by water or ice. This may happen when flying in cloud and/or at great altitude. A blocked static port will have to opposite effect on the ASI and will cause it to over-read.
Altimeter
If the static source is blocked an altimeter will not respond at all.
GPS
GPS is not infallible, horizontal position errors have been reported of up to 2 km. Vertically errors can be ± 250 feet, so when your moving map tells you about airspace, you may be closer than even it thinks you are.
FLARM
Note that a badly positioned aerial, eg in a fuselage made of carbon fibre, can reduce the range of a FLARM even though it appears to be working normally.
Fuses
If a fuse fails unexpectedly, do not just replace it with a stronger fuse. Find out whether there is a fault before switching on again.
Atmospheric layers
The lowest level of the atmosphere is called the 'troposphere'. It contains 80% of the air and almost all of the weather. It extends up to an inversion layer (see later), called the tropopause, at between 33,000ft and 43,000ft at middle latitudes. The next layer up is called the stratosphere.
Stability of the atmosphere
If a bubble of warm air can rise, it will draw in more nearby low-lying air. If this nearby air is also warmer, it will follow the initial bubble up in the same column, much to the joy of glider pilots. The air is said to be 'unstable'. Conversely, if the air is not warm enough to rise much, it is described as 'stable'.
Sometimes the air can be so unstable that even the slightest amount of heating will generate thermals. Consequently you can sometimes find thermals, albeit weak ones, under a layer of spread-out (stratocumulus). Perishingly cold but sunny days in January will also sometimes be thermic.
Warm fronts
As a warm front moves, the warm moister air, being lighter, is driven above the cold air. As this warm air rises, clouds form at great heights. When the highest cloud reaches the fast moving upper winds, it is smeared out as a band of cirrus in advance of the front. The arrival of a warm front is therefore heralded by this cirrus, then cirrostratus, which reduces and then blocks the sunshine. The wind usually gradually backs and increases in strength as a warm front approaches. As the front passes through the wind veers at the surface. The cloud will become thicker and will get very much lower until eventually it starts raining. Note that the slope of the warm front is quite gentle, about 1:150. The rain band extends back for about 250 miles.
Cold fronts
As a cold front moves, the cold air is driven under the warm air. The warm air being moister and lighter can rise rapidly above the colder air. This produces cumulonimbus clouds and heavy showers. The slope of a cold front is less than shown by the diagram, about 1:50 in reality. The rain band extends back by 60-120 miles. This makes a cold front a narrower feature than a warm front, so the rain usually stops sooner. The wind veers and increases as the cold front approaches though at the surface this veering might not occur until a few hours after the front. After the passage of the cold front the air will be cooler and the visibility will be better.
Icing
If you are flying in wave near a lenticular cloud, stay away from the cloud because the cloud will instantly freeze on the glider, drastically affecting its aerodynamics, the control surfaces and your cold canopy, greatly reducing your visibility. Rapid loss of control can occur. The gliders of highly experienced pilots have broken up in lenticulars because of loss of control. Fly For similar reasons when descending from great heights, fly into the gaps in the cloud rather than through them.
Use the controls constantly if descending through cloud from high up and to ensure that the controls have not frozen. The wings will become less efficient if covered with ice and more likely to stall. However opening and closing the airbrakes may let in water into the boxes making it more likely they will freeze shut.
Dew & frost
The ground radiates its heat out into space overnight and so its temperature falls. If the air near the cold ground is cooled to the dew point, dew is formed on the ground. If the ground has cooled to 0°C, hoar frost will form when moist air comes into contact.
A good day
There are many days when the wind is in the right direction for pilots with access to the hills to have a great time in ridge lift and wave. Those in the flatter parts of the country mainly want a day with good thermals. However some wind is acceptable and can help with some tasks if the thermals form into streets. However there comes a point when the wind can be so strong as to prevent any progress being made into wind, though a downwind dash is sometimes possible, if you have an amenable retrieve crew, or you can get an aerotow retrieve.
The best days tend to happen when high pressure, such as a ridge, is building with little cloud cover. The sunshine can then heat the ground. Cold air also helps considerably. When the cooler air is heated by the ground, there will be a greater temperature difference between the heated air and the surrounding air and so the thermal will rise higher and faster before reaching the same temperature as the surrounding air. The dew point of the air will determine at what temperature moisture will condense out and this will determine the height of cloud-base. A low dew point means that the rising air has to get really cold, ie really high, before any clouds will form.
The amount of sun affects the amount of heating and so it has an effect on the strength of the thermals, but sometimes the air is so unstable that little heating is needed to make the air thermic. Cross-country flights are sometimes possible under almost 8/8ths cloud cover.
The final factor is the temperature of the various layers of the atmosphere. Sometimes colder air than might be expected can exist higher up. This creates stronger thermals, but on other occasions warmer air can weaken the thermals however intense the sunshine.
Use of parachutes
If the glider has been hit in the tail, you may decide to get out even if the glider remains controllable in the immediate aftermath of the collision; the aerodynamic loads may cause a damaged tail to detach.
However wing main spars are very strong; if your wing is damaged and the glider remains controllable, you may decide to stay with the glider and land.
Try practising getting out in an emergency on the ground. You need helpers to look after the canopy, and a mattress alongside the cockpit. Time how long did take. Preparation is likely to increase your chance of survival.
When inspecting a parachute, look behind the inspection flap to see if the pins are still well inside the loops.
Documentation to take
European Law requires you to fly with your licence, a valid medical certificate, the aircraft's flight manual, the Airworthiness Review Certificate, a suitable chart for the flight and a personal identification document containing your photo. If you are flying solo under instruction, you should carry some authorisation from an instructor. If you intend to return to the same airfield, these documents are all you need to take.
However, if you intend the fly to another airfield, you have to take more documentation, so you should always plan to come back, even if it may not always be possible. All the other documentation can then be kept at the airfield or in your car.
Declarations
You must declare the flight by completing a declaration form, which then must be witnessed by an official observer, or your logger must be capable of accepting declarations.
Using QFE & QNH
If you switch to QNH as you set off to fly cross-country, don't forget to switch back to QFE when you return to your home airfield. Otherwise your final glide may be more exciting than you had expected. Some pilots will be able to see two altimeter readings by setting their flight computers to QNH and keeping QFE on their altimeters. Their flight computers will then correctly warn them when they are approaching controlled airspace.
Airspace
Class F airspace no longer exists in the UK. There were advisory routes (ADRs) for airliners. Where Class E airspace exists it also coincides with a transponder mandatory zone.
Radio Mandatory Zone (RMZ) may soon become a permanent feature of UK airspace. A temporary one was created during the replacement of an airport’s radar. Another appeared around Southend. before it became Class D. More may be created in future. To gain entry to an RMZ, call the appropriate station with the glider call-sign, type of aircraft, position, level, and intentions before entering the RMZ. Remain on the frequency while in the zone unless instructed otherwise
Some airfields, even some without controlled airspace, have an Instrument Landing System (ILS). These are marked by chevrons on the half million chart. If you are in the vicinity, the BGA strongly recommends that you call the airfield to alert them to your presence near these approach paths. By doing this glider pilots may reduce the risk of more RMZs being created. Cloud climbs would be unwise round here.
Radio frequencies
121.5 Emergency frequency
129.9 This is for ground to ground retrieval purposes only and is shared with other air sports such as parachuting
129.975 Common Glider Field Frequency (CGFF) - This is used by certain airfields for control and situational awareness within a range of 10NM of the site and up to 3000 feet.
130.1 Primary Use: Situational awareness Secondary use: Competition start & finishes
130.125 Primary use: Cross country training Secondary use: Competition start & finishes
130.4 Primary use: Cloud flying Secondary use: Situational awareness
The BGA has not defined 'situational awareness'.
Medicals
For a LAPL, you need a certificate signed by your general practitioner. For an SPL you need a EASA Class 2 certificate signed by an Aviation Medical Examiner. If you have not 'transitioned' to a licence, a driving licence issued by any EU nation will be deemed as evidence that you are fit. For those under the age of 25, a self-declaration to DVLA group 1 standard should be given to the club. Those over 25 without a driving licence, need their GP to certify DVLA group 1 standard. Air cadets and foreign visitors have other options.
Role of the BGA
Full members of the Association are gliding clubs (of which there are currently 82). They pay an annual subscription based upon the number of individual pilots within each club. There are very few civilian clubs in the UK that are not members. Military gliding (eg the Air Cadets) is not part of the BGA.
Gliding has now come with the scope the Civil Aviation Authority, but the BGA still has important functions in supporting the CAA in the airworthiness of gliders, safety and training. In particular all glider instruction will have to take place within an EASA Approved Training Organisation (ATO). The BGA and its member clubs though some delegation will comprise a single ATO. Any clubs providing instruction outside the BGA will have to become an ATO and abide by EASA regulations unless they only operate specific, old gliders, known as Annex II gliders.
The BGA also negotiates on our behalf with the authorities on changes in regulations such as airspace.
Your vision
Our field of view can be divided into three areas: a small oval shape where we see detail, a second area with worse resolution and a third area of peripheral vision, which is mainly sensitive to sudden movement. (The 3° of primary vision is not much larger than the area of a full-sized altimeter on the instrument panel as seen from the pilot’s seat. Other detail that you think you see outside this zone is an illusion.
AIP
The UK Aeronautical Information Publication is no longer available as a hard copy
Class E, F and G airspace
Where Class E airspace exists, any glider can penetrate this without clearance, provided that they can comply with VFR, which are the same as for Class D airspace. No radio is required but all flights should “receive traffic information as far as is practical”. Class F airspace no longer exists.
ATZ
Even if an aerodrome has no Aerodrome Traffic Zone, the pilot of any aircraft flying in its vicinity must comply with the Rules of the Air Regulations and stay clear of it. It is good practice to make their presence known by radio if flying close to any airfield, even those without an ATZ. A recent study identified that 53% of powered aircraft collisions and 80% of glider collisions occur close to airfields.
Transponder and radio mandatory zones
After 6 April 2012 gliders have had to use a Mode S transponder
· when flying at or above Flight Level 100 (unless it is in an active Temporary Reserved Area for gliding),
· when flying under Instrument Flight Rules in controlled airspace (unlikely except by accident), or
· when flying in controlled airspace of Class A, or C or any other airspace (called transponder mandatory zones (TMZ), notified as requiring a transponder.
There are transponder mandatory zones (TMZ), for example near Stansted Airport. They allow aircraft to cross below controlled airspace while remaining in Class G, ie uncontrolled airspace, without alarming the controllers. The boundary is a series of small semicircles.
There can be local letters of agreements allowing gliders to fly when powered aircraft need transponders. However the chances of getting clearance even through Class D airspace without a transponder will probably reduce.
If you are asked by a controller to 'squawk', this means you should dial into the transponder the code that they will give you. If you do not have a transponder say "Negative transponder".
Radio Mandatory Zone (RMZ)
Radio Mandatory Zone (RMZ) may soon become a permanent feature of UK airspace. (A temporary one was created during the replacement of an airport’s radar but others may appear in future. To gain entry to a RMZ a pilot must establish two-way communication with air traffic control before entering the RMZ and then remain on frequency while in the zone unless instructed otherwise.
Instrument landing system
An ILS is a radio beam transmitter that provides a direction for approaching aircraft that tune their receiver to the ILS frequency. It provides both lateral and a vertical signal. It enables a safe landing during times of reduced visibility. However power pilots like to practice when you might be flying. Since they are concentrating on flying on instruments, any glider in the vicinity may not be noticed. Some airfields, even some without controlled airspace, have an ILS. These are marked by chevrons on the half million chart. eg Shoreham. If you are in the vicinity, keep a good look-out. Cloud climbs would be unwise round here.
Cloud flying
If you have to enter cloud (for example by descending through it from a wave flight), fly away from any mountains, open the airbrakes. Opening the airbrakes will help to control your speed. Fly straight as you enter the cloud and then monitor the speed.
If you have them, switch on any the artificial horizon/turn & slip indicator in good time. Mechanical for the gyros take a few minutes to speed up and then require you to fly straight and level for a short while to set them. It is also possible that your battery has insufficient charge to power the artificial horizon. Consequently, if the horizon's flag has not yet disappeared, the gyro is not spinning fast enough and the instrument should be ignored to speed up, and open the airbrakes. Opening the airbrakes will help to control your speed. Fly straight as you enter the cloud, and then monitor the speed and the artificial horizon/turn & slip.
Remember with a cloud flying rating you do not need any clearance to fly in IMC in uncontrolled airspace.
EASA licences
Endorsements can be added to licences to allow cloud-flying, cross-country flight and aerobatics. Additional ratings will be awarded for instructors and examiners.
Self-sustaining (turbo) gliders cannot launch themselves and for pilot licensing are classed as gliders for pilot licensing. Pilots of self-launching motor gliders and touring motor gliders need an additional rating are classed as powered aircraft and the pilot needs a power licence to fly one.
EASA licences are not yet mandatory in the UK for glider pilots, but the delay in their implementation may end in 2018.
EASA Part-NCO
In addition to the European laws in Part-M (maintenance & airworthiness) and Part-FCL (flight crew licensing) are other assorted requirements in Part-NCO (non-commercial operations). Most of these confirm what is already in existing British law (and common sense) but others of note are:
- the pilot in command is responsible for the safety of the aircraft and other occupants for sailplanes, from the moment the launch procedure is started until the aircraft comes to rest at the end of the flight
- powered sailplanes, excluding touring motor gliders, shall be operated and equipped in compliance with the requirements applicable to sailplanes
- recording the use made of the aircraft and all known or suspected defects in the aircraft at the termination of the flight, or series of flights, in a log
- you must have a means of measuring and displaying the time in hours, minutes and seconds such as a wrist watch
- the pilot has to brief the other occupant on how to use the oxygen system (if applicable), how to open the canopy and how to use the parachute and any other emergency equipment
- the glider should be reweighed and calculations about the centre of gravity should be re-done if the cumulative changes in its mass exceed ± 0.5 % of the maximum landing mass
- no person shall be allowed to smoke on board a sailplane
- if you fly over remote terrain, you must take signalling equipment (usually a mirror) to make the distress signals, at least one electronic locator beacon, 500 ml of water, one knife, a first-aid kit and one set of air/ground codes. (The codes are the signs you draw on the ground to alert searchers that you need help or to tell them in which direction you have gone.)
Radio
A prefix of "Glider" before your call-sign will alert people that you are particularly sensitive to the law of gravity. They then should make allowances if you are in a circuit or passing through airspace.
Plotting a bearing
Place the protractor over the place from which you are travelling so that the line that marks zero degrees is aligned northwards. Draw a line on the map. Between the two places. Put the protractor on the starting point and read off the bearing to the destination.
Interception
The chances of you needing to know this are remote. However if the red flares and red lights haven't worked, a military aircraft might just fly just above and out to one side, and then waggle its wings. You have been intercepted and, oh boy, you are in trouble! Waggle your wings to acknowledge and call 121.5Mz. If the interceptor turns you must follow it. If it breaks away sharply, you are now clear and you can proceed. Again waggle your wings to acknowledge. If the aircraft lowers its undercarriage, you must land.
Human factors
The minimum age for solo flight is now 14. You have to be 16 to fly cross-country.
To fly solo you need either a LAPL medical or an EASA Class 1 or 2 medical. GPs can issue a LAPL medical but a Class 2 medical has to be issued by a doctor approved by the CAA. You are required to re-validate your medical certificate (within the 45 days before the expiry date) if you wish to continue exercising the privileges of your LAPL licence: However to fly solo, the self-declaration form has to be endorsed by the pilot’s doctor. This self-declaration remains valid until age 45, at which time a new self-declaration must be made and endorsed by the pilot’s own doctor. Self-declarations must then be renewed (with a doctor’s endorsement) at ages 50, 55, 60, and 65, then annually. It is recommended that the self-declarations are made in the month that they expire. If you have had a serious illness, a new declaration is required.
Under 40 years old – every 60 months (or until 42nd birthday if earlier)
Over 40 years old – every 24 months
(Class 2 licences must be renewed annually after 50)
It is the responsibility of the pilot (not the gliding club) to check that his medical is in date. If you are unsure that your medical is still valid, do not fly. Without a valid medical you are uninsured. If you have had a serious illness, a new medical is required.
Some Perspex® canopies do not block ultra-violet light so wear sun-screen.
During long flights in very hot conditions, it is possible to overdose on pure water, because you will lose essential electrolytes. It's called 'hyponatremia'. Eating a balanced diet during the flight, as well as drinking, will replace these salts. Sports-drinks will also speed up recover.
Trimmer
The trim control of a glider is a way of reducing work-load. Instead of constantly applying a force to overcome an unwanted tendency to speed up or slow down the pilot can use the trim lever to apply the force instead. The force is created either by a spring or by aerodynamics.
On older gliders you will often see the aerodynamic type as a tab on the elevator. These have the disadvantage of adding drag. A variant is the 'anti-balance tab'. These move relative to the elevator when the elevator itself moves. They are designed to increase the stick forces needed when flying at higher g, whenever they would be otherwise too light. Without this device a pilot unknowingly might apply too much elevator at high speed and thus overstress the glider.
Rudder
Because the rudder forms a major part of the total fin/rudder area, losing the rudder might cause a complete loss of directional stability.
Most of the time the rudder is just used to tidy up turns, but it can be used to create yaw deliberately in a side-slip to lose height. The force needed to operate the rudder is generally not high but can become high in a side-slip. In some gliders the rudder can lock over and considerable force may be needed to centralise it.
Flaps
Lowering the flaps to positive increases lift, moves the centre of pressure rearward and so pitches the nose down. Positive flap reduces the stalling speed, but it also increases drag and stress.
Spoilers & airbrakes and limiting of speed
What people call 'airbrakes' are more properly spoilers. They reduce lift and so increase the rate of descent, mainly when for landing. This should already be well understood. Airbrakes also increase drag, reduce lift and increase stability. By increasing drag, they can also be used to help to limit speed if control is lost when flying in cloud, or if undertaking aerobatic manoeuvres.
Air flow over the wing
There is a point in front of the leading edge of the wing where an air molecule has a 50:50 chance of going above or below the wing. This is known as the 'stagnation point'. The velocity of the air is zero at this point.
Stalls & spins
Spins can arise from a slow over-ruddered turn, from a turn at low speed after a failed winch-launch, or even while thermalling with excessive rudder. You should already know how to prevent these spins, and how to recover. Stalls and spins are both caused by high angles of attack, but in the case of spins, the additional factor is that one wing stalls first, often because of yaw.
The correct action to recover from a simple stall in a glider is to move the stick forward centrally until the speed increases sufficiently to un-stall the wings. Do not try to raise a stalled wing with the ailerons. This incorrect action may provoke a spin.
Unlike a straight stall, the tip of the wing stalls first in a spin. The additional drag from the tip of the stalled wing causes the glider to rotate about the stalled wing. This is known as ‘autorotation’. The correct procedure to recover from a spin is to
- apply full opposite rudder to stop the rotation,
- centralise the ailerons to reduce the angle of attack of the downward wing,
- move the stick progressively forward until the rotation stops,
- centralise the rudder when the rotation stops to prevent a spin in the other direction.
- recover from the ensuing dive.
Spins can arise from a excessive yaw in a slow over-ruddered turn and even while thermalling with excessive rudder. They can also be caused by a turn at low speed after a failed winch-launch
Ballast
For Standard-class gliders, ballast only makes sense in very good conditions. For flapped gliders with a greater span the mathematics indicate that water ballast is useful more often.
Undercarriage
Check the attachment front skid if the glider has one. This will also help protect the pilot from a heavy landing, but nose-wheels often do it better.
The glider's tyres should be properly inflated. A foot-pump for car-tyres is usually suitable. An under-inflated wheel will cause additional drag during take-off and landing and will reduce its ability of the undercarriage to absorb the shock of a heavy landing. Under-inflation may also cause damage to the inner tube.
Many gliders have a brake on the main wheel. It is usually operated by applying full airbrake, with a lever on the stick or by pushing with both feet on the rudder pedals. It is important that this is functioning to avoid collisions on the ground. If the wheel-brake is not functioning, the glider is unserviceable. Without a wheel-brake, take care when landing on firm ground, in tail-winds or on downhill slopes, or worst of all, all three.
Rigging
Even with self-connecting controls, it is still possible to mis-rig a glider so be sure that you know very clearly what you are doing and that you are not distracted when rigging and DIing.. For example, although the fuselage fittings attach the wings to the glider, there are usually pins that stop the wings from sliding apart. You would not survive a winch-launch without the pins in place. If you haven’t rigged a particular type of glider before, ask for a demonstration from someone who really knows.
Flight manual
Flight manuals contain vital procedural and performance related information for the rigging and operation of a particular glider. Manuals must be kept up to date if changes are issued by the manufacturer. In the case of recent gliders, replacement flight manuals can be bought from the manufacturer or their agent. However for many older gliders you will have to rely on material from owners of other examples of this type.
Pre-flight checks
Checking full a free movement of the controls should be done only after both pilots are strapped in to ensure that there are no obstructions. There should be free movement in every direction and there should be a visual check that the surfaces are both moving and in the right direction.
G relief
The fuselage of a glider produces no lift. It therefore it hangs from the wings and its weight causes bending loads on the wings. When a glider pulls g in normal flight, the extra apparent weight of the fuselage pulls down on the wings even more, but the wings are also subject to the same g-force. The extra apparent weight of the wings partly stops them from bending up. This is known a 'g-relief'.
During a winch launch the fuselage transmits the tension in the cable to the wings and they will bend up. However the wings themselves are experiencing normal g. and so there is no g-relief.
ASI
You should not use full deflection on any control while the ASI is in the yellow band.
There may also be a white arc up to maximum speed allowable for positive flaps. A yellow triangle will show the lowest approach speed (at maximum weight without water ballast) recommended by the manufacturer.
If the air arrives at an angle, it cannot fully flow down the Pitot tube The dynamic pressure measured by the ASI will be reduced, and it will under-read if blocked by water or ice. This may happen when flying in cloud and/or at great altitude. A blocked static port will have to opposite effect on the ASI and will cause it to over-read.
Altimeter
If the static source is blocked an altimeter will not respond at all.
GPS
GPS is not infallible, horizontal position errors have been reported of up to 2 km. Vertically errors can be ± 250 feet, so when your moving map tells you about airspace, you may be closer than even it thinks you are.
FLARM
Note that a badly positioned aerial, eg in a fuselage made of carbon fibre, can reduce the range of a FLARM even though it appears to be working normally.
Fuses
If a fuse fails unexpectedly, do not just replace it with a stronger fuse. Find out whether there is a fault before switching on again.
Atmospheric layers
The lowest level of the atmosphere is called the 'troposphere'. It contains 80% of the air and almost all of the weather. It extends up to an inversion layer (see later), called the tropopause, at between 33,000ft and 43,000ft at middle latitudes. The next layer up is called the stratosphere.
Stability of the atmosphere
If a bubble of warm air can rise, it will draw in more nearby low-lying air. If this nearby air is also warmer, it will follow the initial bubble up in the same column, much to the joy of glider pilots. The air is said to be 'unstable'. Conversely, if the air is not warm enough to rise much, it is described as 'stable'.
Sometimes the air can be so unstable that even the slightest amount of heating will generate thermals. Consequently you can sometimes find thermals, albeit weak ones, under a layer of spread-out (stratocumulus). Perishingly cold but sunny days in January will also sometimes be thermic.
Warm fronts
As a warm front moves, the warm moister air, being lighter, is driven above the cold air. As this warm air rises, clouds form at great heights. When the highest cloud reaches the fast moving upper winds, it is smeared out as a band of cirrus in advance of the front. The arrival of a warm front is therefore heralded by this cirrus, then cirrostratus, which reduces and then blocks the sunshine. The wind usually gradually backs and increases in strength as a warm front approaches. As the front passes through the wind veers at the surface. The cloud will become thicker and will get very much lower until eventually it starts raining. Note that the slope of the warm front is quite gentle, about 1:150. The rain band extends back for about 250 miles.
Cold fronts
As a cold front moves, the cold air is driven under the warm air. The warm air being moister and lighter can rise rapidly above the colder air. This produces cumulonimbus clouds and heavy showers. The slope of a cold front is less than shown by the diagram, about 1:50 in reality. The rain band extends back by 60-120 miles. This makes a cold front a narrower feature than a warm front, so the rain usually stops sooner. The wind veers and increases as the cold front approaches though at the surface this veering might not occur until a few hours after the front. After the passage of the cold front the air will be cooler and the visibility will be better.
Icing
If you are flying in wave near a lenticular cloud, stay away from the cloud because the cloud will instantly freeze on the glider, drastically affecting its aerodynamics, the control surfaces and your cold canopy, greatly reducing your visibility. Rapid loss of control can occur. The gliders of highly experienced pilots have broken up in lenticulars because of loss of control. Fly For similar reasons when descending from great heights, fly into the gaps in the cloud rather than through them.
Use the controls constantly if descending through cloud from high up and to ensure that the controls have not frozen. The wings will become less efficient if covered with ice and more likely to stall. However opening and closing the airbrakes may let in water into the boxes making it more likely they will freeze shut.
Dew & frost
The ground radiates its heat out into space overnight and so its temperature falls. If the air near the cold ground is cooled to the dew point, dew is formed on the ground. If the ground has cooled to 0°C, hoar frost will form when moist air comes into contact.
A good day
There are many days when the wind is in the right direction for pilots with access to the hills to have a great time in ridge lift and wave. Those in the flatter parts of the country mainly want a day with good thermals. However some wind is acceptable and can help with some tasks if the thermals form into streets. However there comes a point when the wind can be so strong as to prevent any progress being made into wind, though a downwind dash is sometimes possible, if you have an amenable retrieve crew, or you can get an aerotow retrieve.
The best days tend to happen when high pressure, such as a ridge, is building with little cloud cover. The sunshine can then heat the ground. Cold air also helps considerably. When the cooler air is heated by the ground, there will be a greater temperature difference between the heated air and the surrounding air and so the thermal will rise higher and faster before reaching the same temperature as the surrounding air. The dew point of the air will determine at what temperature moisture will condense out and this will determine the height of cloud-base. A low dew point means that the rising air has to get really cold, ie really high, before any clouds will form.
The amount of sun affects the amount of heating and so it has an effect on the strength of the thermals, but sometimes the air is so unstable that little heating is needed to make the air thermic. Cross-country flights are sometimes possible under almost 8/8ths cloud cover.
The final factor is the temperature of the various layers of the atmosphere. Sometimes colder air than might be expected can exist higher up. This creates stronger thermals, but on other occasions warmer air can weaken the thermals however intense the sunshine.
Use of parachutes
If the glider has been hit in the tail, you may decide to get out even if the glider remains controllable in the immediate aftermath of the collision; the aerodynamic loads may cause a damaged tail to detach.
However wing main spars are very strong; if your wing is damaged and the glider remains controllable, you may decide to stay with the glider and land.
Try practising getting out in an emergency on the ground. You need helpers to look after the canopy, and a mattress alongside the cockpit. Time how long did take. Preparation is likely to increase your chance of survival.
When inspecting a parachute, look behind the inspection flap to see if the pins are still well inside the loops.
Documentation to take
European Law requires you to fly with your licence, a valid medical certificate, the aircraft's flight manual, the Airworthiness Review Certificate, a suitable chart for the flight and a personal identification document containing your photo. If you are flying solo under instruction, you should carry some authorisation from an instructor. If you intend to return to the same airfield, these documents are all you need to take.
However, if you intend the fly to another airfield, you have to take more documentation, so you should always plan to come back, even if it may not always be possible. All the other documentation can then be kept at the airfield or in your car.
Declarations
You must declare the flight by completing a declaration form, which then must be witnessed by an official observer, or your logger must be capable of accepting declarations.
Using QFE & QNH
If you switch to QNH as you set off to fly cross-country, don't forget to switch back to QFE when you return to your home airfield. Otherwise your final glide may be more exciting than you had expected. Some pilots will be able to see two altimeter readings by setting their flight computers to QNH and keeping QFE on their altimeters. Their flight computers will then correctly warn them when they are approaching controlled airspace.
Airspace
Class F airspace no longer exists in the UK. There were advisory routes (ADRs) for airliners. Where Class E airspace exists it also coincides with a transponder mandatory zone.
Radio Mandatory Zone (RMZ) may soon become a permanent feature of UK airspace. A temporary one was created during the replacement of an airport’s radar. Another appeared around Southend. before it became Class D. More may be created in future. To gain entry to an RMZ, call the appropriate station with the glider call-sign, type of aircraft, position, level, and intentions before entering the RMZ. Remain on the frequency while in the zone unless instructed otherwise
Some airfields, even some without controlled airspace, have an Instrument Landing System (ILS). These are marked by chevrons on the half million chart. If you are in the vicinity, the BGA strongly recommends that you call the airfield to alert them to your presence near these approach paths. By doing this glider pilots may reduce the risk of more RMZs being created. Cloud climbs would be unwise round here.
Radio frequencies
121.5 Emergency frequency
129.9 This is for ground to ground retrieval purposes only and is shared with other air sports such as parachuting
129.975 Common Glider Field Frequency (CGFF) - This is used by certain airfields for control and situational awareness within a range of 10NM of the site and up to 3000 feet.
130.1 Primary Use: Situational awareness Secondary use: Competition start & finishes
130.125 Primary use: Cross country training Secondary use: Competition start & finishes
130.4 Primary use: Cloud flying Secondary use: Situational awareness
The BGA has not defined 'situational awareness'.
Medicals
For a LAPL, you need a certificate signed by your general practitioner. For an SPL you need a EASA Class 2 certificate signed by an Aviation Medical Examiner. If you have not 'transitioned' to a licence, a driving licence issued by any EU nation will be deemed as evidence that you are fit. For those under the age of 25, a self-declaration to DVLA group 1 standard should be given to the club. Those over 25 without a driving licence, need their GP to certify DVLA group 1 standard. Air cadets and foreign visitors have other options.
