Updates to 17th, 18th and 19th editions
Altimeter errors
There are also errors because altimeters are calibrated by assuming an International Standard Atmosphere in which the temperature at sea level is assumed to be 15°C. The conditions where you are may be different. When temperature is less than ISA, an aircraft will be lower than the altimeter reading, and higher for higher temperatures. Mostly the correction is small (optional info: 4 feet per °C deviation per 1000ft) but on a very hot day at 5000 feet you may be 200 feet higher than you think you are.)
Class E
Where Class E airspace exists it also coincides with a transponder mandatory zone. If correctly equipped, 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 call is required but all flights should “receive traffic information as far as is practical”. Without a transponder, you must request clearance as for Class D.
Choosing QFE and 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.
ATZ
Assume any of these are busy and so you must call on the published frequency before you infringe the zone (Air Navigation Order) stating the need to enter the zone, your position and intentions.
Change in caption
Although areas at Aldermaston and Burghfield are restricted, they are both prohibited to gliders.
Danger areas
Although only some danger areas are starred, ie covered by by-laws, the CAA takes the view that entering any danger area is an offence because it endangers the aircraft and its occupants.
Code of practice near airspace
The BGA recommends that glider pilots intending to stay outside controlled airspace but operating within 2km horizontally from controlled airspace, or flying over controlled airspace should contact the ATC unit to explain their intentions. Although you will appear on their primary radar, it does not give them your height. If you do not call, they may divert traffic if they think you are heading their way.
After making contact, the following information should be passed to the controller: glider position, height, intention (eg ‘staying clear of the zone’) and any service request (or ‘no service required’). For example: For your information glider XYZ is 3 miles east of your airfield climbing in a thermal at 3000’ and is then heading south. No service required.’
Instrument landing system
When operating above or close to the airfields with instrument landing systems (shown by chevons on the map), pilots should listen out on the ATC frequency. eg when horizontally within approximately 20 degrees arc either side of the ILS ‘slope’, it can be very helpful if glider-pilots make contact with ATC prefixing the call with ‘glider G-ABCD’, stating their locations (eg 5nm NE of the airfield at 2000’) By doing this glider pilots may reduce the risk of more RMZs being created.
Visibity
('In sight of the surface' means you can control the attitude of the aircraft without instruments.) The law also says that your speed (even if less than 140 knots) must give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.
EASA licences
Licences restrict the type of launch method until you have done a specified number of satisfactory launches under instruction and/or under supervision.
Carrying passengers
Pilots carrying a passenger in a glider must hold a Bronze endorsement or LAPL(S)/SPL and be authorised to carry passengers by the CFI. Where no CFI is appointed, that authority may be given by the club chairman. Introductory flights paid for by the passenger may only be carried out at BGA club sites by instructors or by licensed pilots holding a BGA Introductory Flight Pilot endorsement.
Currency
If you have a LAPL(S) or SPL licence, in the last 24 months you are required to have done 5 hours as pilot in command including 15 launches and two flights with an instructor. If not you must pass a proficiency test with an examiner (not an ordinary instructor) or reach the minimum number of hours and launches by flying with an instructor. To be current on the type of launch you have to do five of that type in the last 24 months (except for bungee-ing which just needs two launches.
Part-NCO
The EASA regulations known as Part-NCO (non-commercial operations) have been deferred for gliders until April 2018. However most of these confirm either what is already in existing British law or common sense.
Cross-winds
Calculation of cross-wind correction deleted. It was wrong.
Medicals
If you have not 'transitioned' to a formal CAA 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 without an EU driving licence or other form of aviation medical, 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.
If you have a Light Aircraft Pilot's Licence (LAPL), you need a certificate signed by your general practitioner. For an Sailplane Pilot's Licence (SPL) you need a EASA Class 2 certificate signed by an Aviation Medical Examiner. It is the responsibility of the pilot (not the gliding club) to check that his/her medical is in date. If you are unsure that your medical is still valid, do not fly. Without a valid medical you are uninsured.
Full details of the BGA's and EASA's medical requirements are on the BGA web site. (see Links tab)
Oxygen
There is a measurable reduction in the performance above 8,000 feet without additional oxygen by everyone who has not spent time acclimatising, so the legal limits are not a guarantee that you will be flying normally when lower than the legal limit.
Repairs
Every repair needs a thorough assessment by a qualified engineer and, if it is not in the manual, a repair scheme must be approved by the factory. Any BGA club aircraft or glider that has been subject to adjustment or repair since its last flight, must be first flown by a pilot approved by the CFI or his deputy for that purpose.
Transponders
These old technologies are being replaced by Mode Select (Mode S). The limitations of the four digit code and several other capacity constraints are thereby removed. Mode S radars can interrogate transponders selectively and receive individual replies. This means unambiguous identification of aircraft, improved tracking and a significant reduction in interference and on the loading on the reply radio frequency.
Altimeter errors
There are also errors because altimeters are calibrated by assuming an International Standard Atmosphere in which the temperature at sea level is assumed to be 15°C. The conditions where you are may be different. When temperature is less than ISA, an aircraft will be lower than the altimeter reading, and higher for higher temperatures. Mostly the correction is small (optional info: 4 feet per °C deviation per 1000ft) but on a very hot day at 5000 feet you may be 200 feet higher than you think you are.)
Class E
Where Class E airspace exists it also coincides with a transponder mandatory zone. If correctly equipped, 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 call is required but all flights should “receive traffic information as far as is practical”. Without a transponder, you must request clearance as for Class D.
Choosing QFE and 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.
ATZ
Assume any of these are busy and so you must call on the published frequency before you infringe the zone (Air Navigation Order) stating the need to enter the zone, your position and intentions.
Change in caption
Although areas at Aldermaston and Burghfield are restricted, they are both prohibited to gliders.
Danger areas
Although only some danger areas are starred, ie covered by by-laws, the CAA takes the view that entering any danger area is an offence because it endangers the aircraft and its occupants.
Code of practice near airspace
The BGA recommends that glider pilots intending to stay outside controlled airspace but operating within 2km horizontally from controlled airspace, or flying over controlled airspace should contact the ATC unit to explain their intentions. Although you will appear on their primary radar, it does not give them your height. If you do not call, they may divert traffic if they think you are heading their way.
After making contact, the following information should be passed to the controller: glider position, height, intention (eg ‘staying clear of the zone’) and any service request (or ‘no service required’). For example: For your information glider XYZ is 3 miles east of your airfield climbing in a thermal at 3000’ and is then heading south. No service required.’
Instrument landing system
When operating above or close to the airfields with instrument landing systems (shown by chevons on the map), pilots should listen out on the ATC frequency. eg when horizontally within approximately 20 degrees arc either side of the ILS ‘slope’, it can be very helpful if glider-pilots make contact with ATC prefixing the call with ‘glider G-ABCD’, stating their locations (eg 5nm NE of the airfield at 2000’) By doing this glider pilots may reduce the risk of more RMZs being created.
Visibity
('In sight of the surface' means you can control the attitude of the aircraft without instruments.) The law also says that your speed (even if less than 140 knots) must give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.
EASA licences
Licences restrict the type of launch method until you have done a specified number of satisfactory launches under instruction and/or under supervision.
Carrying passengers
Pilots carrying a passenger in a glider must hold a Bronze endorsement or LAPL(S)/SPL and be authorised to carry passengers by the CFI. Where no CFI is appointed, that authority may be given by the club chairman. Introductory flights paid for by the passenger may only be carried out at BGA club sites by instructors or by licensed pilots holding a BGA Introductory Flight Pilot endorsement.
Currency
If you have a LAPL(S) or SPL licence, in the last 24 months you are required to have done 5 hours as pilot in command including 15 launches and two flights with an instructor. If not you must pass a proficiency test with an examiner (not an ordinary instructor) or reach the minimum number of hours and launches by flying with an instructor. To be current on the type of launch you have to do five of that type in the last 24 months (except for bungee-ing which just needs two launches.
Part-NCO
The EASA regulations known as Part-NCO (non-commercial operations) have been deferred for gliders until April 2018. However most of these confirm either what is already in existing British law or common sense.
Cross-winds
Calculation of cross-wind correction deleted. It was wrong.
Medicals
If you have not 'transitioned' to a formal CAA 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 without an EU driving licence or other form of aviation medical, 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.
If you have a Light Aircraft Pilot's Licence (LAPL), you need a certificate signed by your general practitioner. For an Sailplane Pilot's Licence (SPL) you need a EASA Class 2 certificate signed by an Aviation Medical Examiner. It is the responsibility of the pilot (not the gliding club) to check that his/her medical is in date. If you are unsure that your medical is still valid, do not fly. Without a valid medical you are uninsured.
Full details of the BGA's and EASA's medical requirements are on the BGA web site. (see Links tab)
Oxygen
There is a measurable reduction in the performance above 8,000 feet without additional oxygen by everyone who has not spent time acclimatising, so the legal limits are not a guarantee that you will be flying normally when lower than the legal limit.
Repairs
Every repair needs a thorough assessment by a qualified engineer and, if it is not in the manual, a repair scheme must be approved by the factory. Any BGA club aircraft or glider that has been subject to adjustment or repair since its last flight, must be first flown by a pilot approved by the CFI or his deputy for that purpose.
Transponders
These old technologies are being replaced by Mode Select (Mode S). The limitations of the four digit code and several other capacity constraints are thereby removed. Mode S radars can interrogate transponders selectively and receive individual replies. This means unambiguous identification of aircraft, improved tracking and a significant reduction in interference and on the loading on the reply radio frequency.