Basic Flight Training PDF

Glider Introductory Course
Basic Flight
Training
Glider Flight
Aviation Education Wing
Basic Flight Training
Instruments
Ballasts
Controls
Effects of Control
Manoeuvres and Recovery
Ground Handling
Introduction to Motor Glider
Basic Flight Training
Pre- and In-flight Checks

Circuit Procedures
Launching Methods
Launching signals
Approach and Landing
Thermalling
Glide Ratio / Best Glide Speed
Yaw String
Variometer
Airspeed
Indicator
Turn
Coordinator
Altimeter
G-force
Meter
Altimeter
Turn Coordinator
Colour Coding of Air Speed

Indicator
The ASI is colour coded to convey vital
speed ranges at a glance.
The initial white arc indicates the range 0
kts to 1.1 times the basic stalling speed.

Indicator
The green arc indicates the range from
1.1 times basic stalling speed (the lowest
useful safe flying speed) to Maximum
manoeuvering speed (Vman).

Indicator
The yellow arc indicates the range from
Vman to Velocity never exceed (VNE).
In this range it is possible to overstress
the aircraft. Therefore control
movements must be smooth and
progressive and not exceed one third
maximum deflection.

Indicator
VNE is marked with a red line.
The yellow triangle indicates basic
stalling speed times 1.3
This is the manufacturers minimum
recommended approach speed.
Variometer
Pitot and Static Tubes

Pitot Tube: Measuring dynamic pressure
Static Port: Measuring static pressure
Instruments:
Rely On:
Airspeed Indicator
Pitot tube & Static port
Altimeter
Static port
Variometer
Static port
Yaw String
Slipping Turn
Yaw string would move to the right
More left rudder
Less right rudder
Yaw String
Coordinated Turn
Yaw string would
be a straight line
(Good turning)
Enough rudder
Yaw String
Skidding Turn
Yaw string would
move to the left
Less left rudder
More right rudder
Ballasts
A weight installed or carried in an aircraft to
adjust the center of gravity to a location within
its allowable limits
Flight Control
Flight controls can be divided into:
1.Primary Flight Controls
a. Elevators
b. Ailerons
c. Rudder
2.Secondary Flight Controls

a. Trim System
b. Use of Airbrakes
17
Primary Flight Control

The aircraft can move about one or more of its
3 axis
Lateral
Longitudinal
Normal
18
Lateral
Motion
Pitching
Control
Elevator
19
Longitudinal
Motion
Rolling
Control
Ailerons
20
Normal
Motion
Yawing
Control
Rudder
21
Summary of 3 Axes
Control
Motion
Axis
Elevator
Pitching
Lateral
Ailerons
Rolling
Longitudinal
Rudder
Yawing
Normal
22
Secondary Flight Control - Trim System

Used to relieve the pilot of
the need to maintain
constant pressure on the
flight control.
A small hinged devices
attached to the trailing
edge of primary flight
control surfaces.
23
Trim System
There are some examples:
a. Trim Tabs
b. Balance Tabs. . . Etc
The Vigilant combined the trim tabs and

balance tabs
24
Trim System Trim Tabs

If the pilot needs to exert constant back
pressure on the control column
Nose-up trim is indicated
Keep trimming until the aircraft is balanced
Nose-heavy condition is no longer apparent
25
Trim System Balanced Tabs

The tab is linked to the primary flight control
surface, which automatically moves in opposite
direction.
For example
If the elevator goes up
the tab down
26
Trim System
27
Trim System
28
Airbrakes
Airbrakes are located on the both side of the
wings.
A high drag device to spoil the smooth airflow
Reducing lift
Increasing drag
29
Airbrakes
On glider, airbrakes are most often used to
control rate of descent.
i.
The change of lift alters the center of pressure,

moving backward slightly.
ii. The nose pitches down when the airbrakes are
opened.
ii
30
Manoeuvers - Turns
Coordinated Turns
Normal, Steep
Skidding Turns
Slipping Turns
Coordination of
Ailerons, Rudder, Elevator
Step on the TAPE / Kick the BALL
The way YOU want to turn*
Important Instruments for Turnings

Vision on: Attitude, Horizon, Any References
Yaw String* / Turn Coordinator
Coordinated Turn Procedure

e.g. Turning to the LEFT
1. Lookout from the RIGHT wing tip to the LEFT
wing tip
2. Eyes front; LEFT stick & rudder input till
destined bank angle [Roll In]
3. Centralize the stick and the rudder; Wait till
destined direction [Turning]
4. RIGHT stick & rudder inputs till straight and
level [Roll Out]
5. Centralize the stick and the rudder
* Always maintain straight yaw string by rudder
input
Coordinated Turn &

Bank Angle
Slipping Turn & Skidding Turn
Can be an advance skill in adjusting altitude &

heading in the circuit before landing
Stall
Over critical angle of attack (>15)

Lower than stall speed (> Vs)
Too large separation of airflow
Drastically decrease LIFT
Symptoms of Stall
Reducing airspeed
Reducing control effectiveness
Nose high attitude
Stall Warning device alarm
Silence
Stall Recovery
LOWER THE NOSE
Push the stick forward
Keep the wings level with coordinated use of
control
Gain AIRSPEED (Noise)

Ease out of the dive
Pull back the stick*
Return to the normal gliding attitude
Stall Recovery
Spin
One wing stalled
Roll and Yaw motions to the stalled wing
Drop and Rotate in a constant airspeed
Spin Recovery
Full opposite RUDDER to the direction of the
spin
Centralize the stick
Pause (esp. for V-tail aircraft)
Lower the nose
Rotation stop, centralize the rudder
Ease out of dive (like stall recovery)
Stall Recovery
Spiral Dive
Steep, descending turns with increasing speed
and g forces
During spiral dive:
Elevator = Rudder
Rudder = Elevator
Spiral Dive Recovery

Ease back pressure and centralize
the controls
Level the wings with coordinated
use of the controls
Ease out of the subsequent dive
by back to normal gliding attitude
Flick
Imbalance in lift causes rolling motion
Other manoeuvers:
http://www.gliding.co.uk/bgainfo/safety/winc
h-safety.htm
Importance of Recovery
Matt Hall's amazing recovery
http://www.youtube.com/watch?v=5CB27KwIsM
*0:50
Pilots explanation
Sideslip
Use the controls to balance banking forces in
one direction using ailerons against banking
forces produce by yaw in the opposite
direction
WIND
Use of Sideslip
Counteract drift
Increase the rate of descent
Steps of side slipping
1. Bank the aircraft by ailerons (lower into-wind
wing)
2. Yaw to the opposite direction
Slipping Turn
Banking the aircraft with ailerons
Without any rudder input
Secondary yaw motion generated
-High sink rate during slipping turn
Effective maneuver when attempting to land
on a high final
Ground Handling
Wing Runner
http://www.youtube.com/watch?v=w3YMdar
K4FU
Wing runner
Hookup: Wing runner uses
both verbal and visual signals
during the hookup.
All Clear: Wing runner clears
the area and gives thumbs up
to the pilot.
Pilot Ready: Pilot responds to
all clear when ready to launch
with the thumbs up signal.
Wing runner
Take up Slack: Wing runner
raises glider wing and swing
free arm back and forth below
the waist.
Begin Takeoff run (All Out):
Wing runner holds the trailing
edge of the gliders wing,
swings free arm in a circular
motion in front.
Emergency Stop: Wing runner
lower gliders wing to the
ground, and places both arms
above the head either straight
up or in the form of an X.
Moving Glider
Min. 2 people to move a glider
Parking of Glider
Motor Glider
A glider equipped an engine
Touring Motor Glider,
Retractable propeller..etc
Can take off by using its own
power
Usually cruising with power off
Cockpit Layout
Cockpit Layout
Daily Inspection - Canada

Should be done on every aircraft before it is
flown each day
Fill in Daily Inspection Log
Daily Inspection Checklist - Canada

1. Cockpit: Controls connected and move
properly through full range. Instruments
secure and operational. Cockpit secure. Seats
and attachments secure. Seat belts anchored
and functional. Canopy attached, free of
defects, and clean.
2. Starboard Fuselage Forward: Free of tears and
no signs of internal damage.

3. Starboard Wing: All points of attachment
secured properly. No signs of significant
damage. Properly attached to fuselage.
Control surfaces move properly and hinges are
free to move.
4. Starboard Fuselage Aft: Free of tears and no
signs of internal damage.

5. Tail Section: Horizontal and vertical stabilizers
secure. Elevator and rudder move properly
and attachments have correct safeties. Tail
wheel or skid in good condition and attached
properly.
6. Port Fuselage Aft: Free of tears and no signs
of internal damage.

7. Port Wing: All points of attachment secured
properly. No signs of significant damage.
Properly attached to fuselage. Control
surfaces move properly and hinges are free to
move.
8. Port Fuselage Forward: Free of tears and no
signs of internal damage.

9. Undercarriage: Attached properly and wheel
and tire inflated properly and in good
condition.
10. Skid: Attached and in good condition.
11. Pitot and static ports: Attached properly and
clear.
Pre-take off Checklist - Canada
Controls
Instruments
Straps
Trim (include weight)
Release
Spoilers
Canopy
(Options) what to do in emergencies
Pre-landing Checklist - Canada

Complete before/at Initial Point
Straps
Wind/Wheel/Water
Approach Speed
Flaps
Traffic
Spoilers
Pre-Manoeuvre Check- Canada
Cockpit (include straps & canopy)

Altitude
Location
Lookout (Inspect the area with clearing S
turns)
Check List
United Kingdom (Motor Glider)
You have to conduct the following checking
during the flight
Cockpit check
Start check
After start check
Taxy check
Pre-take off check
Take off check
Shut down check . . . etc
67
Cockpit Check
68
Cockpit Check
Feathering handle
Operate and select in
69
Start Check
After Start Check

Taxy Check
Pre-take off Check

Take off Check

Pre-stalling Check (HASELL)

Height
Sufficient to recover by 1200ft above terrain
Airframe
Airbrakes; Closed and locked
Security
Harness, canopy secure; no loose articles
Engine
Fuel Pump on; Instruments normal
Location
Safe area; clear of built-up areas
Lookout
Clear of other aircraft
In Flight Routine (FEEL)

Fuel
Contain sufficient; fuel pump as required
Engine
Indicated normal
Electrics
Generator light out
Location
Update position
Shut down Check

Daily Inspection United Kingdom

Starting forward of the left wing root and
working counter clockwise around the aircraft
Item
Canopies
Cockpits
Clean and undamaged

DV panels secure
Jettison handles both forward
No foreign objects
Batteries/ Ballast Weights
secure

Item
Mainplane Condition, dry off if necessary
(left)
Wing/ fuselage seal
Airbrake
Condition
Aileron
Condition
Fuselage
(left)
Condition

Item
Tail Unit
Fin and tailplane condition, dry

off if necessary
Venturi tube
Pilot tube and static vents
Rudder condition
Elevator condition
Tailwheel and tyre for cuts,
creep and condition

Item
Fuselage (right) Condition
Mainplane
Condition
(right)
Aileron
Condition
Airbrake
Condition
Main Wheel
Check tyre for cuts, creep and

condition

Item
Nosewheel
Front fuselage
(both sides)
Check tyre for cuts, creep and

condition
Condition
Release hooks (front and
rear)
Take Off Check United Kingdom

Item
Rudder pedals
Controls
Adjusted and locked

Full and free movement
Ballast
Check cockpit load
Tail Dolly
Confirmed removed
Harness
Secure and adjusted

Item
Instrument
ASI
Reading normally
Altimeter
Set
Compass
Condition
Electric Main
Switch
ON

Item
Trim
Airbrakes
Canopies
Take-off Brief
Neutral
Check operation, closed and
locked
Front and Rear canopies
closed, lever fully forward
Complete
Daily Inspection New Zealand

1. Documents: certificate of airworthiness; flight
manual (optional); tech log
2. First-aid Kit
3. Placards: Max./min cockpit loads; max
aerotow, winch, flaps, rough air and never
exceed speed
4. Colour codes are clear:
-Tow releaseYellow
-Canopy releaseRed
Walkaround New Zealand

1. Cockpit area: control sticks; harness; pins and
connections (close the canopy after checking)
Walkaround New Zealand

1. Exterior (Clockwise direction): Nose hooks;
pitots; yaw string; skids; wheels; surface skin;
static holes; markings; controls; brake
Finish: Sign Daily Inspection (DI) logbook
Pre-take off Checklist

New Zealand
CB SIFT CBE
Controls: Elevator, Ailerons, Rudder: Full and
free movement
Ballast: Pilot + ballast within placard weights

New Zealand
Straps: Harness correctly fastened and
adjusted
Instruments: Altimeter set; all instruments
functioning
Flaps: Set for takeoff
Trim: Set for takeoff

New Zealand
Canopy: Closed and locked
Brakes: Check open and even; closed and
locked
Eventualities: Action if non-normal takeoff
Pre-landing Checklist
New Zealand
SUFB
Straps: Tight and locked

Undercarriage: Down and locked
Flaps: Set for landing
Brakes: Functioning, use as required
Pre-manoeuvre Checklist
New Zealand
HASELL
Height: Sufficient to recover by 1000ft above
terrain
Airframe: Check brakes; use flaps and brakes
as required
Security: Harness, canopy secure; no loose
articles
Pre-manoeuvre Checklist
New Zealand
Engine: N/A (except motor glider)
Location: Safe area; clear of built-up areas
Lookout: S-turn: Keep continual lookout
Circuit Pattern
To identify and locate traffic
To access wind
Right / Left circuit
Rectangular Course
Wind correction
Joining circuit
Actions in each leg

Upwind
Crosswind: Check runway in use; Wind
assessment and correction; Plan the circuit
Downwind: Pre-landing checklist ; Re-check
landing area
Base: Wind assessment and correction; Apply
airbrake if required; Check speed (~50kts)
Final: aiming point; assess wind and decide how
to land (e.g. crabbing)
LOOKOUT
Final
Approach path
Other traffic
If there are powered aircraft operating in the
aerodrome, gliders must conform with or
avoid the power traffic pattern
Any S-turn or orbits prior to final approach
must be carried out in an area that is clear of
the traffic pattern
Launching Method Motor Glider

Taxy from parking bay to runway
Take off by using its own engine
Video
Before Taxying
You have to conduct the following checking
before taxying
Cockpit check
Start check
After start check
Taxy check
After completing the above checking, you can

start taxying.
102
Taxying
Point 1
Control column Held fully back
103
Taxying
Point 2
Push throttle IN to INCREASE

power
Engine power
as required
Use speaker box as a

guide for steering
104
Taxying
Point 3
Use Rudder Pedals to control steering
Right pedal forward
Rudder and tail wheel

move accordingly
105
Taxying
Aircraft steers right

106
Taxying Technique
1. Anticipation is vital as there is a lag between
pedal movement and aircraft respond.
Return to neutral position before new heading is
achieved.
2. Steer along the center line to allow the

maximum wing tip clearance.
107
Taxying Technique
3. Choose a suitable heading reference
4. Stay alert to detect any tendency to wander
Use toe brakes and control throttle to prevent
this situation.
5. Turn radius can be varied with additional use

of toe brakes
108
Effect of wind when taxying

1. When taxying with a tailwind
Less power will be required
More anticipation is needed because the aircraft
is less stable.
109

2. When taxying with a headwind
Very little corrective rudder input is required due
to aircraft stability
110

3. When taxying with a crosswind
The aircraft will tend to head to wind
Rudder pedals may require biasing toward
downwind side
May use brakes to assist when strong wind
111
Turning
Turns into wind
Easy to turn
More anticipation will be necessary to stop the
turn
112
Turning
Turns downwind
Harder to turn
Turn radius will be greater
More space will be required
113
Launching Method - Winch

AIM: To TAKE-OFF, CLIMB and RELEASE
Airmanship
Aspects of airmanship involved
a) Completing the take off checks using the flight
reference cards (FRCs)
b) Checking for other aircraft in the launch and the
landing area
c) Awareness of wind speed and direction (Wind
sock)
d) Planning for a possible launch failure
e) Checking with wing tip holder that it is clear
above and behind
Signals
Before commencing the launch ensure that all
controls are central
Having checked that it is clear above and
behind
Confirmed that the projected take off path is
clear
Signals
Give the order to Take up slack.
Verbal signal is backed up by holding up one finger
of your left hand vertically
When the cable is taut, order All out

Raise two spread fingers of the left hand
Once the signal has been relayed, place your left
hand close to the cable release control
Signals (Emergency)
If at any time you detect a problem, shout
STOP STOP STOP and release the launch
cable immediately
Such as the cable winding in too quickly during the
take up slack phase
Or the glider jerking forward and over running the
launch cable
Or if a wing tip touches the ground during the
launch
Stages of the Launch

Winch launch can be separated into FIVE
stages.
Ground Run
Initial Climb
Transition to the Full Climb
Full Climb
Top of Climb (Release)

Ground Run
Only lasts for a few seconds, during winch
time you should:
Keep the wings level with ailerons
Steer the glider straight with the rudder
Whilst balancing the glider on its main wheel
using the elevator

Initial Climb
Once the glider has lifted off, select a shallow
climb angle until the aircraft accelerates
through the sufficient air speed

Transition to the Full Climb
Provided that the glider continues to
accelerate and is clear of the ground
Make a smooth progressive transition to the
full climb attitude using the elevator

Full Climb
In the full climb attitude you should see the
horizon cutting the canopy frame
symmetrically on each side
Use coordinated ailerons and rudder to keep
the wings level
Apply a steadily increasing back pressure on
the control column to maintain the climb
attitude

Full Climb
If the speed is increasing towards the max.
permitted speed for launching
Signal by yawing the glider positively from side to
side
If the airspeed remains too high

The launch must be abandoned
This is done once a safe height has been reached
by pulling the release twice

Full Climb
If the speed is decaying towards the minimum
permitted speed
The angle of climb must be reduced
If this has no effect, or speed reduced further
The launch must be abandoned by pitching the glider
smoothly down to the approach attitude and pulling
the release twice

The nose of glider will start to be pushed
down
Approximately 1,000 ft.
Continued back pressure on the control
column and the glider will stop climbing
When horizon appears, lowering the nose still
further to below the normal gliding attitude,
before pulling the release twice

The winch driver may decide to terminate the
launching by closing the throttle
You will sense the reduction in power
You should lower the nose to below the normal
gliding attitude
Operate the release twice
Then, Selecting the normal gliding attitude
Standard Launch Signals

1.) Body Signal
Take up slack: a straight arm waved side to
side across the lower body at knee height
All out: a straight arm waved side to side
above head
Stop: a straight arm held stationary above the
head
Standard Launch Signals

2.) Bat Signal
During winch launch

Speed adjustment
1. Radio
2. By glider
1. Too slow: lower the nose and rock the wings with
coordinated aileron and rudder
2. Too fast: yaw the glider from side to side by rudder
Note: If the airspeed during the launch is too slow

(below 1.3Vs), the launch should be abandoned
Launching Method Aero Tow

Tug by tow plane to destined altitude
Formation flying with tow plane
Aero Tow Procedures

Pre-take off check
Hook up with tow plane
Wait for wing runner All clear above and
behind signal
Thumb up when you are ready
Take off and formation flying with tow plane
Release at destined altitude
Towing Positions
Boxing the Wake
High Tow Position

Tow planes wheels sit on the horizon
Directly in line with the tow planes tail in
straight and level flight
Turning with Tow Plane

1. Straight & Level
2. Tow plane bank
3. Wait for 2 sec glider
point at tow plane
wingtip
4. Bank the glider
5. Tow plane level
6. Wait for 2 sec and
back to S&L
Turning with Tow Plane
Turn too early/

Too much bank
Turn too
late/
Too less
bank
Keys in Aero Tow

**SMALL inputs movements within the tow
plane wing span
In making corrections:
Always LEVEL the wing first
Yaw to adjust direction
Tow planes wheel on the horizon
Aero Tow Release
Hookup/ Cable on
Hand Signal
Open: Open your hand and yell Open
Close: Grip your hand and yell Close
Check Back release
Repeat Open and Close
The technician will then yell Cable secured
and give thumbs up
Pre Launch Signals
Check Your Glider

Tow plane fans rudder
Something is wrong
Check spoilers etc.
Tell the Tow Plane to Turn
Adjust Airspeed
Glider Cant Release

Glider cannot release tow rope
Moves to the left and rock the wings
Tow Plane Signals

Tow plane rocks wings
Release Now!
Never delay your release at
destined altitude
Tow plane yaws
Tow plane cannot release

Airmanship
A good lookout is especially important before
approach and landing
The landing area must be checked whilst on
the downwind leg
Note the wind speed and direction from wind
stock and mentally confirm the approach
speed
Select the correct attitude at 400 ft. or as soon
as you are established on base leg

Airmanship
The landing process, therefore,

begins at the end of the downwind leg
800 ft
Abeam start of landing area
Approach Attitude/Speed
throttle closed, Re-trim
Final turn
abeam 300 ft
point
Adjust bank
angle as
necessary
45
500-600 ft
300 ft point
300-400 ft
Wings level
Airbrakes as
required
Aiming Point
CORRECT
Aiming Point
Undershooting
Too much airbrake
Aiming Point
Overshooting
Not enough airbrake
The Landing
Final Approach
Round out
Hold off
Touch down and
ground run
APPROACH
Approach
To recognize the normal approach from 5As
a) Appearance of the normal approach have a
slightly lower nose attitude than the normal one
b) Airspeed check this is correct and remain
constant
c) Aiming point in the correct position in the
canopy and remaining steady
d) Alignment ensure the aircraft is tracking down
the intended landing run
e) Airbrakes adjust as necessary to maintain
aiming point in correct position
Approach Attitude
ROUND
OUT
APPROACH
Round Out
1) Look well ahead towards the far end of the
runway
2) Maintain the airbrake setting
3) From the approach attitude pitch the nose up
4) Achieve the level attitude just above the
ground
The correct landing attitude
HOLD
OFF
ROUND
OUT
APPROACH
Hold off
1) Look well ahead
2) Maintain airbrake setting
3) As the aircraft starts to sink, prevent it by
raising the nose
4) Adopt the landing attitude. The aircraft will
sink onto the ground on its main and tail
wheels
GROUND
RUN
HOLD
OFF
ROUND
OUT
APPROACH
Ground Run
1)
2)
3)
4)
5)
6)
Look well ahead

Smoothly apply full airbrake
Progressively move the stick to its back stop
Steer straight with the rudder
Keep the wings level with aileron
Use the wheel break as necessary to come to
a controlled stop
7) Allow the aircraft to settle with one wing on
the ground
Balloon Landing
Usually Caused By:
Over Controlling
As a result of ......
Approach Too Fast

Not Enough Airbrake
Bounce
Recovery of Balloon Landing
Adopt level attitude

Maintain airbrake setting
Re-select landing attitude
Hold off and ground run as usual
Advanced Landing Wind Limits

Dual
Max strength = 25 kt
Max crosswind component = 11 kt
Solo
Max strength = 20 kt
Max crosswind component = 5 kt
Estimated Crosswind
A n g le
0
1 5
3 0
4 5
6 0+
C rossw in d
N il
W in d S treng th
W in d S treng th
W in d S treng th
A ll o f W in d S treng th
Example:
Wind strength 20 kt
Crosswind = 20 kt
The Approach
Wind
Heading
Track
The Approach
Wind
Heading
Track
Co-ordinated controls to achieve
Offset heading
The Roundout and Landing

During the Roundout it is necessary to
maintain the offset heading
The Roundout and Landing

As the aircraft is placed into the landing attitude
rudder is used to yaw the aircraft straight
Ailerons are used as required to maintain wings level
Landing in a Defined Area

e.g. within 200 m of start of Designated
Landing Area (DLA)
Landing in a Defined Area

Using the start of the Designated Landing Area
(DLA) as an aiming point will mean that the
aircraft will round out over that point
As a result the touchdown will be quite deep
into the airfield
Therefore an earlier aiming point must be
selected so that a landing in the defined area
can be achieved
DLA Markers used for aiming point
Aircraft will roundout over them

and touchdown deep into landing area
Using an earlier aiming point
Will result in a touchdown nearer the start of the DLA
Thermalling
Thermals
Will be explained in Meteorology lesson
Search below the best-looking cumulus within

easy reach
Thermalling
During search, fly in straight line and not to let
it turn
Otherwise will wander or turn away slightly as

affected by outskirts of thermals
Thermalling
If no thermal is found, must be in a position to
make a normal approach or landing
If found, must fly smoothly at a steady speed
and be able to enter turns quickly and
accurately
Thermalling
If happens to fly through the extreme edge of
lift it may be tipped away from the thermal
Turn should immediately be started towards
the wing which was raised.
Apply the bank quickly and use at least 30 of
bank
Thermalling
Pilot must knows the positions of nearby
gliders at all times
Pilot must turn in same direction
Do not fly straight into the centre
Start in a wide turn outside the other gliders
Only move in when you are opposite to the
nearest one to let other pilots see you
Thermalling
Never pass close under or over other gliders
Never assume other gliders has seen you or
will take avoiding action
Leave the thermal if you lose sight of a nearby
glider
Gilding Ratio
Flying Distance : Attitude
Lost
If the Gliding Ratio is 60:1
It can fly 60m forward and
only lost 1m of attitude
Average gliding ratio of

nowadays gliders are
between 30:1 to 45:1
Best Gliding Speed

The speed at which the
aircraft glides the
maximum distance from a
given altitude
The max. Lift/Drag Ratio
The best glide speed can

vary significantly based on
weight
Heavy weight is faster than
light weight
Best Gliding Speed

It is also found when
the total drag is
minimum
The intersection of
induced drag and
parasite drag is also
the best gliding
speed

Basic Flight Training PDF

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Basic Flight Training PDF

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Glider Introductory Course

Basic Flight Training

Basic Flight Training

Pre- and In-flight Checks

Colour Coding of Air Speed

Colour Coding of Air Speed

Colour Coding of Air Speed

Colour Coding of Air Speed

Pitot and Static Tubes

Pitot tube & Static port

2.Secondary Flight Controls

Primary Flight Control

Secondary Flight Control - Trim System

The Vigilant combined the trim tabs and

Trim System Trim Tabs

Trim System Balanced Tabs

The change of lift alters the center of pressure,

Important Instruments for Turnings

Coordinated Turn Procedure

Coordinated Turn &

Slipping Turn & Skidding Turn

Can be an advance skill in adjusting altitude &

Over critical angle of attack (>15)

Gain AIRSPEED (Noise)

Spiral Dive Recovery

Daily Inspection - Canada

Daily Inspection Checklist - Canada

Daily Inspection Checklist - Canada

Daily Inspection Checklist - Canada

Daily Inspection Checklist - Canada

Daily Inspection Checklist - Canada

Pre-take off Checklist - Canada

Pre-landing Checklist - Canada

Pre-Manoeuvre Check- Canada

Cockpit (include straps & canopy)

After Start Check

Pre-take off Check

Take off Check

Pre-stalling Check (HASELL)

In Flight Routine (FEEL)

Shut down Check

Daily Inspection United Kingdom

Clean and undamaged

Daily Inspection United Kingdom

Daily Inspection United Kingdom

Fin and tailplane condition, dry

Daily Inspection United Kingdom

Check tyre for cuts, creep and

Daily Inspection United Kingdom

Check tyre for cuts, creep and

Take Off Check United Kingdom

Adjusted and locked

Check cockpit load

Secure and adjusted

Take Off Check United Kingdom

Take Off Check United Kingdom

Daily Inspection New Zealand

Walkaround New Zealand

Walkaround New Zealand

Finish: Sign Daily Inspection (DI) logbook

Pre-take off Checklist

Pre-take off Checklist