Updates to third edition
NOTAMS
The format of NOTAMs has changed regularly over the years. They now contain an additional line of text. This text is called the NOTAM Code or ‘Q Line’ and contains a coded description of information contained within the NOTAM. The Q-line does not make reading the NOTAMs any easier but it allows software to sort out the relevant NOTAMs more easily.
CLASS B AIRSPACE
All Class B became Class C airspace
LITTLE RISSINGTON
Little Rissington is no longer listed in AIP as a glider winch-launching site. Another airfield is now used as an example of this hazard.
CHANGE TO THE LOW FLYING RULE
The low flying rule now defines the minimum height over congested areas as 1000 feet, but you must still be able to glide clear. The exemption to the 500 feet rule is only available to competitors within one kilometre of the people gathered to witness the event.
EASA
The pilot of a G registered aircraft must keep a log book.
BATCH OF SMALL CHANGES
* If you have a medical emergency on the ground, you can of course use any of the frequencies on your glider's radio, not just 121.5MHz
* You should wait at least eight hours before flying if you have consumed a small amount of alcohol.
* Any newly-rigged BGA club aircraft or any BGA club glider which 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.
* Hypoxia will occur at lower altitudes for smokers
* Hyper-ventilation is caused by the over-reduction of carbon dioxide in the blood.
* When flying in Class C airspace, set the altimeter to 1013.2mb
* When flying away from a ridge to escape orographic cloud the wind may not be at right angles to the hill. The minimum flying distance to clear the ridge is obtained by flying slightly into wind rather than directly at right angles to the ridge. Because you are flying into wind, your best glide speed will be 5-10 knots higher than for still air (see polar curves in Aerodynamics chapter)
* The phrase 'geostrophic wind' has been added. The geostrophic wind is the result of the combination of the pressure difference and Coriolis Effect.
* The wind backs and increases before a warm front. It veers and increases before a cold front
* Three conditions needed for a thunderstorm: unstable air mass, moist air near the surface and a source of upward movement - usually heating but can be a front or air moving up a mountain slope
* The most common charts showing isobars show sea-level pressures
* Abbreviations added for cloud types: eg Cu = cumulus, Ci = cirrus etc
* The amount of moisture in the air compared with the maximum amount that it could hold for a given temperature is known as the ‘relative humidity’.
* The maximum length of whole combination of tug and glider on an aerotow is 150 metres.
* The three axes: pitch, roll and yaw, are fixed relative to the aircraft, irrespective of which direction it is pointing.
* Differential ailerons are one method of reducing adverse yaw. Differential ailerons deflect the down aileron much less than the up aileron, so that the additional profile drag from the down aileron is much less than that from the up aileron.
* Insufficient weight in the cockpit, especially in the front seat, moves the centre of gravity back and is therefore exceptionally dangerous because it makes it difficult to recover from a stall or spin.
* Because there is a maximum speed for flying with a positive flap setting, you should slow up before changing the flap setting. However to get the benefits of the right flap setting as soon as possible, change to negative flap settings before speeding up.
* The centre of pressure is about one third of the way back from the leading edge of a glider's wing
ACCIDENTS
A slight clarification:All accidents and all incidents which might have caused injury to persons or damage to aircraft must be reported on the BGA’s accident form within one month of the occurrence and within 24 hours if the accident has resulted in death, serious injury or substantial damage to any aircraft. Serious accidents must also be reported as soon as possible to the Police and the Department of Transport Air Accident Investigation Board.
OPENING THE AIRBRAKES AT SPEED
Normal load factors for gliders are +5.3g and -2.65g at manoeuvring speed Va. This is normally 2.25 times the normal stalling speed. However it is important to realise that the placard in the glider only gives the major limitations and that almost all gliders have the maximum load reduced to 3.5g when the airbrakes are open. In event of a risk of over speeding and exceeding the Vne, it is generally better to open the airbrakes and limit the speed than to keep them closed and have the additional strength margin.
BGA DAILY INSPECTION CHECKLIST
The BGA has published a checklist for daily and annual inspections. The daily list can be found on the BGA web-site
The format of NOTAMs has changed regularly over the years. They now contain an additional line of text. This text is called the NOTAM Code or ‘Q Line’ and contains a coded description of information contained within the NOTAM. The Q-line does not make reading the NOTAMs any easier but it allows software to sort out the relevant NOTAMs more easily.
CLASS B AIRSPACE
All Class B became Class C airspace
LITTLE RISSINGTON
Little Rissington is no longer listed in AIP as a glider winch-launching site. Another airfield is now used as an example of this hazard.
CHANGE TO THE LOW FLYING RULE
The low flying rule now defines the minimum height over congested areas as 1000 feet, but you must still be able to glide clear. The exemption to the 500 feet rule is only available to competitors within one kilometre of the people gathered to witness the event.
EASA
The pilot of a G registered aircraft must keep a log book.
BATCH OF SMALL CHANGES
* If you have a medical emergency on the ground, you can of course use any of the frequencies on your glider's radio, not just 121.5MHz
* You should wait at least eight hours before flying if you have consumed a small amount of alcohol.
* Any newly-rigged BGA club aircraft or any BGA club glider which 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.
* Hypoxia will occur at lower altitudes for smokers
* Hyper-ventilation is caused by the over-reduction of carbon dioxide in the blood.
* When flying in Class C airspace, set the altimeter to 1013.2mb
* When flying away from a ridge to escape orographic cloud the wind may not be at right angles to the hill. The minimum flying distance to clear the ridge is obtained by flying slightly into wind rather than directly at right angles to the ridge. Because you are flying into wind, your best glide speed will be 5-10 knots higher than for still air (see polar curves in Aerodynamics chapter)
* The phrase 'geostrophic wind' has been added. The geostrophic wind is the result of the combination of the pressure difference and Coriolis Effect.
* The wind backs and increases before a warm front. It veers and increases before a cold front
* Three conditions needed for a thunderstorm: unstable air mass, moist air near the surface and a source of upward movement - usually heating but can be a front or air moving up a mountain slope
* The most common charts showing isobars show sea-level pressures
* Abbreviations added for cloud types: eg Cu = cumulus, Ci = cirrus etc
* The amount of moisture in the air compared with the maximum amount that it could hold for a given temperature is known as the ‘relative humidity’.
* The maximum length of whole combination of tug and glider on an aerotow is 150 metres.
* The three axes: pitch, roll and yaw, are fixed relative to the aircraft, irrespective of which direction it is pointing.
* Differential ailerons are one method of reducing adverse yaw. Differential ailerons deflect the down aileron much less than the up aileron, so that the additional profile drag from the down aileron is much less than that from the up aileron.
* Insufficient weight in the cockpit, especially in the front seat, moves the centre of gravity back and is therefore exceptionally dangerous because it makes it difficult to recover from a stall or spin.
* Because there is a maximum speed for flying with a positive flap setting, you should slow up before changing the flap setting. However to get the benefits of the right flap setting as soon as possible, change to negative flap settings before speeding up.
* The centre of pressure is about one third of the way back from the leading edge of a glider's wing
ACCIDENTS
A slight clarification:All accidents and all incidents which might have caused injury to persons or damage to aircraft must be reported on the BGA’s accident form within one month of the occurrence and within 24 hours if the accident has resulted in death, serious injury or substantial damage to any aircraft. Serious accidents must also be reported as soon as possible to the Police and the Department of Transport Air Accident Investigation Board.
OPENING THE AIRBRAKES AT SPEED
Normal load factors for gliders are +5.3g and -2.65g at manoeuvring speed Va. This is normally 2.25 times the normal stalling speed. However it is important to realise that the placard in the glider only gives the major limitations and that almost all gliders have the maximum load reduced to 3.5g when the airbrakes are open. In event of a risk of over speeding and exceeding the Vne, it is generally better to open the airbrakes and limit the speed than to keep them closed and have the additional strength margin.
BGA DAILY INSPECTION CHECKLIST
The BGA has published a checklist for daily and annual inspections. The daily list can be found on the BGA web-site
