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Commercial Pilot Glider, Oral Prep

Questions to ask the candidate, with bullet answers and source citations. Companion to FAA-S-8081-23A Practical Test Standards.

PTS Reference FAA-S-8081-23A, Commercial Pilot Glider
Areas of Operation I to XI + Privileges
Miami Gliders Homestead General Aviation Airport (X51)

How to use

Each Area of Operation and Task mirrors the Commercial Pilot Glider PTS. Under each Task is a question bank a DPE is likely to draw from, with bullet-form model answers and a short source citation. Standards are tighter than Private; expect deeper judgment-level questions on operations for compensation or hire.

Source abbreviations

  • GFH, Glider Flying Handbook (FAA-H-8083-13)
  • PHAK, Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25)
  • WBH, Aircraft Weight and Balance Handbook (FAA-H-8083-1)
  • AIM, Aeronautical Information Manual
  • 14 CFR §, Federal Aviation Regulations
  • 49 CFR 830, NTSB notification rules
  • AC, FAA Advisory Circulars
  • GFM, Glider Flight Manual

I.Preflight Preparation

Refs: 14 CFR parts 43, 61, 91; GFH; PHAK; AIM; GFM.

A.Certificates and Documents

As a commercial pilot, what are your privileges and limitations?

  • Privileges: act as PIC for compensation or hire; carry passengers for compensation
  • Glider-specific: may give intro-flights for compensation; gliders are excluded from the §91.146 / §91.147 sightseeing rules (which cover only airplane / powered-lift / rotorcraft), so glider commercial passenger ops run under §61.133 + Part 91
  • Cannot give flight instruction without a CFI rating
  • Must hold appropriate category and class ratings
  • Some commercial operations require a 100-hour inspection on the aircraft (§91.409)
14 CFR §61.133, §61.137; AIM 4-1-9

What documents must be on board, and what currency must you maintain?

  • Aircraft: AROW (Airworthiness, Registration, Operating Handbook, Weight and balance)
  • Pilot: commercial pilot certificate, photo ID
  • Currency: 3 takeoffs and 3 landings within 90 days for passengers; flight review every 24 calendar months
  • For commercial passenger operations, additional currency may apply per the carrier's program
14 CFR §61.3, §61.56, §61.57, §91.9, §91.203

When does the 100-hour inspection apply?

  • Required if the aircraft is used for hire, including flight instruction provided by the operator
  • Counted between annual inspections; cannot exceed 100 hours by more than 10 hours, and overage must be made up at the next inspection
  • For our gliders used for commercial intro rides, 100-hour inspection is required
14 CFR §91.409
B.Airworthiness Requirements

Who is responsible for an aircraft's airworthiness?

  • Owner / operator: keeping aircraft airworthy (§91.403)
14 CFR §91.403

An AD applies to the glider but you discover compliance is overdue. What do you do?

  • Don't fly, the aircraft is not airworthy
  • Contact the operator / A&P to schedule compliance
  • If you flew without knowing, return and ground the aircraft; document
  • ADs are mandatory, no judgment call on whether to follow
14 CFR §39, §91.403
C.Weather Information

As a commercial operator about to take a paying passenger, what's your weather decision process?

  • Set personal minimums in advance, surface wind, ceiling, visibility, density alt, gust factor
  • Review METARs, TAFs, soaring forecast, AIRMETs, SIGMETs, NOTAMs
  • Identify hazards: convection, fronts, low-level wind shear, sea-breeze convergence
  • Make the go / no-go decision before the passenger sees the weather, not in front of them
  • If marginal, no-go is always the correct answer; passengers will respect it
PHAK ch 12, 13; AIM 7-1

Define stable vs unstable atmosphere and the indicators of each.

  • Unstable: lifted air keeps rising; cumulus, gusts, good visibility, showers, thunderstorms
  • Stable: lifted air sinks back; stratus, smooth air, poor visibility, fog or steady rain
  • Soaring needs unstable air; smooth-ride intro flights need stable air at altitude
PHAK ch 12; GFH ch 10

Explain the South Florida sea breeze and how it affects glider operations from X51.

  • Land heats faster than water → low pressure inland, sea breeze flows onshore mid-morning
  • By early afternoon, sea-breeze front pushes inland; convergence creates a lift band
  • Thermals on the inland side; offshore-moving air kills lift on the east
  • Operationally: best soaring inland of the front; smoother approach airspace east during morning
GFH ch 10

What VFR weather mins apply at X51 (Class G surface, Class E above)?

  • Class E below 10,000 MSL: 3 SM vis, 500 below / 1,000 above / 2,000 horizontal cloud clearance
  • Class G below 1,200 AGL day: 1 SM vis, clear of clouds
  • For the pattern at X51, plan to commercial standards: at least 3 SM vis and clearly above traffic-pattern altitude
14 CFR §91.155
D.Operation of Systems

How does the airspeed indicator work, and what could cause an erroneous reading?

  • Compares ram air pressure (pitot) to ambient static, indicates dynamic pressure → calibrated airspeed
  • Color bands: green (normal), yellow (caution, smooth air only), red line at VNE (Never Exceed Speed)
  • Errors: blocked pitot reads like an altimeter; blocked static reads inversely with altitude; water in lines; position error in slip
PHAK ch 8; GFH ch 5

What's a total-energy variometer and why does it matter for cross-country flight?

  • Standard vario shows altitude rate, including pitch-up energy trades, false positives
  • TE vario subtracts the airspeed-change component → shows true air-mass motion
  • Critical for finding lift in cruise without being fooled by stick inputs
  • Modern flight computers integrate TE plus speed-to-fly logic (MacCready)
GFH ch 5, 11

Magnetic compass, what are its limitations a commercial pilot must understand?

  • Variation, true vs magnetic north (varies by location)
  • Deviation, local interference from glider's metal/electrical (compass card)
  • Magnetic dip, turning errors (UNOS), acceleration errors (ANDS)
  • Accurate only in steady, level, unaccelerated flight
PHAK ch 8
E.Performance and Limitations

Walk me through a weight and balance for an intro flight with a 220-lb passenger.

  • Empty weight + arm from GFM
  • Add pilot + passenger + parachutes, each at its arm
  • Sum weight and moment; CG = total moment / total weight
  • Verify CG within forward / aft limits AND total weight ≤ MTOW
  • For Blanik L-23: MTOW 1,124 lb, useful load 440 lb, a 220-lb passenger plus 180-lb pilot plus parachutes is at the limit; check the schedule
  • If CG forward, check elevator authority for flare
WBH ch 1; Blanik GFM

Explain the polar curve and how speed-to-fly is derived from it.

  • Polar = plot of sink rate vs airspeed
  • Min point on curve = minimum sink airspeed (longest time aloft)
  • Tangent from origin to curve = best L/D speed (longest distance)
  • Tangent shifted by wind = best L/D adjusted for wind component
  • MacCready theory: tangent shifted by expected next-thermal lift = optimum cruise speed between thermals
GFH ch 6, 11

How does load factor change with bank angle, and how does this affect commercial steep-turn standards?

  • Load factor = 1 / cos(bank angle)
  • 30° → 1.15 G, 45° → 1.41 G, 50° → 1.56 G, 60° → 2.0 G
  • Stall speed increases as √(load factor)
  • Commercial steep turn at 50° bank: stall speed ~1.25× normal VS (Stall Speed)
  • Approach airspeed must include enough margin for the maneuver entry
PHAK ch 5; GFH ch 3
F.Aeromedical Factors

Hypoxia, types, symptoms, recovery?

  • Hypoxic, partial pressure low (altitude)
  • Hypemic, blood can't carry O₂ (CO, anemia)
  • Stagnant, circulation impaired (G-load, cold)
  • Histotoxic, cells can't use O₂ (alcohol, drugs)
  • Symptoms: euphoria, slowed reactions, headache, cyanosis, tingling. Insidious, pilot rarely recognizes it
  • Recovery: descend, supplemental O₂, identify and remove cause
PHAK ch 17; AIM 8-1-2

Spatial disorientation, what causes it and how do you recover?

  • Confusion about position / attitude when visual reference is lost
  • Common types: leans, graveyard spiral, somatogravic illusion
  • Body's sensors lie when the visible horizon goes
  • Recover by trusting horizon and yaw string, not feel
  • If you enter cloud VFR, exit immediately on a 180° course reversal
AIM 8-1-5; PHAK ch 17

Alcohol limits in §91.17?

  • 8 hours from bottle to throttle
  • 0.04 BAC limit
  • While under the influence, no flight regardless of time elapsed
  • Don't fly with any drug that impairs safety
  • Commercial operators often impose stricter rules (e.g., 12-hour or zero-tolerance)
14 CFR §91.17

II.Preflight Procedures

Refs: GFH; GFM.

A.Assembly

What's the most important step of glider assembly?

  • Positive control check, one person at the stick, one resisting at each control surface
  • Verifies every linkage is correctly connected
  • Performed after all pins / safeties are installed and inspected
  • Never skip, most common assembly fatality is a missed control connection
GFH ch 2; GFM

Who can sign off an assembly, and what records are required?

  • The pilot may assemble their own glider for that flight per the GFM
  • Document in the maintenance / aircraft records
  • Owner must keep records of assembly inspections per Part 43
  • For commercial operations, the operating procedures often require additional sign-off / documentation
14 CFR Part 43; GFM
B.Ground Handling

Ground-handling rules in 15 kt wind?

  • Pilot at controls, plus a wing-runner; tail walker for distance moves
  • Wing tip never leaves a hand
  • Tow vehicle for distance, not muscle
  • Never tow a glider with controls unsecured
  • Park into the wind whenever possible
GFH ch 7
C.Preflight Inspection

A commercial passenger asks why you're spending so long on preflight. How do you respond?

  • "It's the most important part of every flight; rushed preflights are how accidents start"
  • Brief, professional, without being patronizing, sets the tone for safety
  • Don't shortcut for time pressure; passengers respect thoroughness more than they realize
GFH ch 7

What's checked on the tow rope and weak link?

  • Length within spec (200 to350 ft for student / passenger aero tow)
  • No fraying, kinks, abrasion, sun damage
  • Splices and rings undamaged
  • Weak link strength matches GFM spec
  • Both ends serviceable; correct hitch
GFH ch 7; GFM
D.Cockpit Management

What does a commercial passenger briefing include that's beyond a regular brief?

  • Standard items: belts, canopy, no-touch, motion sickness signals
  • Plus: bailout procedure (if parachute equipped), emergency exit per GFM
  • Consent to specific maneuvers (intro flight aerobatics, steep turns, stalls)
  • Operator's required briefing card if applicable
  • Comfortable seat / pedal adjustment with the passenger before strapping in
GFH ch 7; 14 CFR §91.107
E.Visual Signals

Standard pre-launch and emergency signals?

  • Hold, one wing on the ground, ground crew extend arms out at their sides with a closed fist
  • Open and close release, open palm shown to the glider pilot, then closed fist at the glider pilot
  • Take up slack, one arm down, swung left to right like a pendulum
  • Stop / abort, cut throat sign, flat hand drawn across the throat
  • Begin takeoff, circular motion in front of the body, like drawing a circle
  • Towplane rudder waggle, on the ground: ready for takeoff. In the air: close and lock your airbrakes / spoilers
  • Brief signals before every flight, never invent them in the air
GFH ch 7

III.Airport and Gliderport Operations

Refs: AIM; AC 90-66; GFH.

A.Radio Communications and ATC Light Signals

Position calls at X51?

  • 10 mi out, 5 mi out: airport, callsign, position, intent
  • "Homestead traffic, glider [callsign], joining 45 to left downwind 09, Homestead"
  • Position calls on downwind, base, final
  • "Clear of runway 09, X51"
  • Airport name first AND last on every transmission
AIM 4-1-9; AC 90-66

ATC light signals, list them.

  • Steady green, air: cleared to land; ground: cleared takeoff
  • Flashing green, air: return to land; ground: cleared to taxi
  • Steady red, air: give way / continue circling; ground: stop
  • Flashing red, airport unsafe / taxi clear of runway
  • Flashing white, return to start point on ground
  • Alternating red / green, extreme caution
AIM 4-3-13

When is a transponder required?

  • Class A, B, C airspace require a transponder
  • Within 30 nm of a Class B primary airport (Mode C veil), gliders without an engine-driven electrical system may operate in the veil if outside A/B/C and below the lower of (Class B/C ceiling) or 10,000 MSL
  • Above 10,000 MSL generally requires Mode C, exempt for gliders (and balloons) without an engine-driven electrical system
  • If installed, must be on and operating in Mode C / S
  • For wave operations entering Class A, transponder + ATC clearance required (§91.135 letter of agreement)
14 CFR §91.215(b), §91.135
B.Traffic Patterns

Walk me through your standard glider pattern at X51.

  • Initial point (IP) abeam touchdown on downwind at ~800 to1,000 AGL
  • Spoilers cracked to verify they work; airspeed = best L/D + ½ headwind
  • Base at moderate distance, never tight; bank ≤ 30° practical
  • Turn final smoothly; spoilers control glide path
  • Roundout, touchdown on aim point, brake to stop within designated area
GFH ch 8; AIM 4-3-3

Why is the base-to-final turn the most dangerous part of the pattern?

  • Low altitude + slow airspeed + bank → narrow stall margin
  • Pilot pulls back to "save" an overshooting turn → accelerated stall + spin
  • Plan the base turn so a steep correction is never needed
  • If overshooting, accept long landing or sideslip, go-around is not an option
  • Commercial standard: PTS limit 30° practical, 45° absolute
GFH ch 8; AC 61-67
C.Airport, Runway, and Taxiway Signs, Markings, and Lighting

Identify standard runway markings.

  • Threshold (large parallel bars at the start)
  • Runway numbers (magnetic heading / 10)
  • Centerline (long dashed white)
  • Aiming point marker (large rectangle 1,000 ft from threshold)
  • Touchdown zone markers (sets of bars 500-ft increments)
  • Runway holding-position marking, yellow ladder pattern at taxiway entry
AIM 2-3
X51 specifics: Runway 09/27 grass surface, no PAPI, no painted markings. Aim point judged by sight picture and windsock. Brief passengers on visual cues that are there before launch.

IV.Launches and Landings

Refs: GFH; GFM. At least one task per applicable launch group + at least one landing.

Aero Tow

A.Before Takeoff Check (Aero Tow)

Walk me through the before-takeoff check.

  • CBSIFTCBE or similar GFM checklist
  • Controls free + correct, Ballast within limits, Straps tight, Instruments set + altimeter, Flaps set, Trim set, Canopies closed + locked, (air) Brakes cycled + locked, Emergency plan briefed
  • Plus launch-specific: hitch type, rope inspection, signals brief
  • Verify controls full travel + correct sense, traffic clear
GFH ch 7; GFM

What pre-launch agreements are required between pilot and tow pilot?

  • Tow speed (e.g., 65 kt for Blanik)
  • Release altitude
  • Tow direction and pattern
  • Wind / runway in use
  • Emergency actions: rope break below 200 AGL, between 200 to500, above 500; tow plane power loss; release failure
  • Signals: rudder waggle, wing rock
GFH ch 7
B.Normal and Crosswind Takeoff

Walk me through a normal aero tow takeoff.

  • Wings level, stick neutral, rudder ready
  • "Take up slack" → "Hookup" → "Begin takeoff" signals
  • Glider lifts off first, hold low position just above the runway
  • Wait for the towplane, don't climb away alone
  • Once towplane is airborne, transition to high tow position
GFH ch 7

Crosswind takeoff technique?

  • Aileron into the wind to keep upwind wing down
  • Rudder to maintain alignment with the runway
  • Stay directly behind the towplane even if upwind of centerline
  • Minimize sideload on the gear and the towline
GFH ch 7
C.Maintaining Tow Positions

High tow vs low tow, purpose and technique?

  • High tow, glider above towplane wake; standard US position
  • Low tow, glider below the wake; less drag, smoother in turb
  • Wake is between, never sit in it
  • Sight picture for high tow: towplane wheels just above horizon, centered in canopy
GFH ch 7
D.Slack Line

Slack line, cause and correction?

  • Cause: glider closes on towplane faster than the towplane pulls
  • Correction: yaw away from the slack with rudder; small smooth spoiler input
  • Don't dive, that loads the rope when it tightens
  • If correction would overstress the rope or weak link: release
  • Commercial standard: immediate, positive, smooth corrective action
GFH ch 7
E.Tow Release

Walk me through a normal release.

  • Towline at normal tension, no slack
  • Clear the area visually
  • Pull the release, glider rises slightly as drag drops
  • Glider turns right, towplane left (standard US, or pre-briefed)
  • Confirm the rope is gone, look at the nose ring
  • Trim for desired airspeed
GFH ch 7
F.Abnormal Occurrences (Aero Tow)

Rope break at 100 AGL on takeoff?

  • Land straight ahead, clear area within 30° of nose
  • Do NOT attempt 180° turn back
  • Lower the nose to best L/D; manage energy to ground
  • X51 rule: below 200 AGL, straight ahead, period
GFH ch 7; X51 local procedure

Rope break at 300 AGL?

  • Above 200 AGL, 180° turn back may be possible if briefed and conditions allow
  • Best 180° technique: 45° bank, coordinated, expect 200 to400 ft altitude loss
  • Land downwind on the remaining runway
  • Above 500 AGL: abbreviated pattern is usually best
GFH ch 7

Both releases fail. Procedure?

  • Pre-briefed plan, pilot signals towplane (rudder waggle from glider)
  • Towplane releases the rope from their end at a safe area
  • Land at planned alternate; rope drops on landing
  • Discuss the contingency before every flight
GFH ch 7

Ground Tow / Self-Launch, if applicable

G toN.Ground Tow + Self-Launch Operations

Cable break during steep climb on winch, action?

  • Push immediately to lower the nose, recover from steep pitch
  • Establish best glide; do not stall
  • Below ~200 ft: land straight ahead
  • Higher: abbreviated pattern, downwind landing on remaining runway is normal
GFH ch 7

Engine-out on self-launch climb at 200 AGL?

  • Land straight ahead, same rule as towed gliders
  • Do NOT attempt restart below ~1,000 AGL
  • Lower nose to best glide; manage energy to a clear field within 30° of nose
AC 61-94

Landings

O.Normal and Crosswind Landing

PTS standard for a Commercial Pilot landing?

  • Approach airspeed ±5 kt
  • Touchdown smoothly within designated area
  • No appreciable drift, longitudinal axis aligned
  • Stop within 100 ft of designated point (Commercial; Private is 200 ft)
FAA-S-8081-23A task IV.O

Crosswind landing technique?

  • Wing-low (sideslip from final), common in gliders, hold upwind aileron and opposite rudder all the way down so the longitudinal axis stays aligned with the runway
  • Alternative: crab and kick, crab on final, transition to slip just before touchdown
  • Touch down on upwind main first
  • Roll out with progressively increasing aileron into wind
GFH ch 8
P.Slips to Landing

Forward vs side slip, when do you use each?

  • Forward slip, lose altitude without gaining airspeed; ground track unchanged
  • Side slip, for crosswind alignment
  • Cross controls, opposite aileron and rudder
  • Useful as glider's "extra brake" when overshooting on final
GFH ch 8
Q.Downwind Landing

When and how do you execute a downwind landing?

  • Forced by terrain or wind shift, typically off-airport
  • Higher groundspeed → significantly longer roll-out
  • Indicated airspeed same as headwind landing
  • Resist the urge to bleed airspeed, airspeed is the only stall margin
  • GFM may have a max tailwind limit
GFH ch 8
X51 emphasis: Runway 09/27 grass surface, ~3,300 ft usable. 200 ft AGL rope-break rule, below, land straight ahead; at or above, a 180° turn back may be attempted. Brief on every takeoff. No go-around once committed to the pattern.

V.Performance Speeds

Refs: GFH; GFM.

A.Minimum Sink Airspeed

Define minimum sink airspeed and PTS standard.

  • The airspeed at which the glider has the lowest rate of descent in still air
  • For Blanik L-23: 42 kt dual / 38 kt solo
  • Used for thermalling, weak lift, holding over a known thermal
  • PTS commercial standard: maintain selected speed ±5 kt
GFH ch 6; FAA-S-8081-23A V.A
B.Best L/D Airspeed

Define best L/D and PTS standard.

  • The airspeed at which the glider achieves maximum L/D, flattest glide in still air
  • For Blanik L-23: 48 kt dual / 43 kt solo
  • Adjust upward in headwind, downward in tailwind
  • PTS commercial standard: maintain selected speed ±5 kt
GFH ch 6; FAA-S-8081-23A V.B

When do you use min sink vs best L/D?

  • Min sink, when staying aloft is the goal: thermalling, weak lift
  • Best L/D, when covering distance: cruising between thermals, final glide
  • Min sink doesn't change with wind; best L/D does
GFH ch 6

VI.Soaring Techniques

Refs: GFH.

A.Thermal Soaring

Recognize a thermal in the air?

  • Vario shows positive indication; one wing lifts
  • Glider yaws toward the lift in some thermal structures
  • Birds circling; cumulus cloud forming above
  • Other gliders already circling, join below them, same direction
GFH ch 10

Initial entry technique?

  • Slow to thermal speed (just above min sink)
  • Bank into the lifting wing, usually 30 to45° initially
  • Roll out briefly to feel for the strongest core
  • Adjust bank to stay in the strongest part
GFH ch 10

Direction of circling when joining other gliders?

  • Match the existing direction, never thermal opposite
  • Join below other gliders in the stack
  • FAA right-of-way rule + safety convention
GFH ch 10; 14 CFR §91.113
B.Ridge and Slope Soaring

Conditions producing ridge lift?

  • Wind perpendicular (within ~30°) to a long ridge
  • 12+ kt for usable lift
  • Lift band: 2× ridge height up, 1× outward from face
GFH ch 10

Rule for approaching a ridge?

  • Approach at 45°, never head-on
  • From the windward (lift) side
  • Cross only at altitude high enough that the rotor on the lee side won't slam you down
  • Plan turn-around well before reaching the ridge
GFH ch 10
C.Wave Soaring

Mountain wave formation and recognition?

  • Strong steady wind (~25 kt+) perpendicular to a substantial ridge
  • Stable air aloft → wind oscillates downstream
  • Lenticular cloud caps mark the crests
  • Lift on upwind side; sink downwind; rotor turbulence below
  • Above 18,000 MSL = Class A; ATC clearance + transponder + oxygen required
GFH ch 10; 14 CFR §91.211, §91.215

VII.Performance Maneuvers

Refs: GFH.

A.Steep Turns

PTS standard for a Commercial Pilot steep turn?

  • Two 360° turns in opposite directions at 45° ±5° bank
  • Airspeed ±5 kt
  • Rollout on entry heading ±10°
  • Coordinated; no stall
FAA-S-8081-23A task VII.A

Load factor and stall speed at 45° bank?

  • Load factor at 45° = 1.41 G
  • Stall speed increases as √(load factor) → ~1.19× normal VS (Stall Speed)
  • For Blanik VS (Stall Speed) = 32 kt → ~38 kt at 45° bank
  • Approach airspeed for the maneuver should provide adequate margin
PHAK ch 5; GFH ch 3

Overbanking tendency, how to counter?

  • In steep turns, outside wing travels faster, generates more lift → bank wants to steepen
  • Counter with slight opposite aileron (out of turn) to maintain bank
  • Common error: pilot continues into turn, bank steepens past PTS limit, stall margin shrinks
GFH ch 4

VIII.Navigation

Refs: PHAK; AIM. Oral evaluation.

A.Pilotage and Dead Reckoning

Pilotage vs dead reckoning?

  • Pilotage, navigation by reference to ground features
  • Dead reckoning, computed track from heading, airspeed, time, wind
  • Cross-country gliding combines both, plus GPS as a check
PHAK ch 16

How do you select an off-airport landing area on cross-country?

  • Size, at least 1,000 ft of usable length plus margin
  • Surface, smooth, firm; avoid plowed, recently planted, high crops
  • Slope, uphill if possible; never downhill in tailwind
  • Surroundings, clear approach corridor; avoid wires, fences, trees
  • Stock / structures, livestock, irrigation pivots, posts
  • Surface wind, landing into the headwind direction
GFH ch 9

Decision-making for go/no-go on a cross-country flight?

  • Set personal minimums in advance, soaring forecast, surface wind, ceiling, vis, density alt
  • Identify go-ahead points along the planned route, beyond which retreat to home is impossible
  • Commit to the abort decision before reaching point of no return
  • Commercial bonus: factor in passenger comfort and tolerance
GFH ch 9; PHAK ch 2
B.National Airspace System

List the airspace classes and operating requirements.

  • A, 18,000 MSL up to FL600. IFR only. Glider waiver required.
  • B, surface or floor up to typically 10,000 MSL. Two-way radio + clearance.
  • C, surface to 4,000 AGL around medium airports. Two-way radio.
  • D, surface to typically 2,500 AGL around towered airports. Two-way radio.
  • E, controlled, generally everywhere not A/B/C/D, starting at 700 or 1,200 AGL up to 17,999 MSL
  • G, uncontrolled, surface to base of E
AIM 3-2; PHAK ch 15

Right-of-way order between glider, airplane, and balloon?

  • Balloon, has right-of-way over all categories
  • Glider, has right-of-way over airships, airplanes, rotorcraft
  • Aircraft towing or refueling, has right-of-way over other engine-driven aircraft
  • Distress aircraft trump all of the above
14 CFR §91.113

IX.Slow Flight and Stalls

Refs: GFH; AC 61-67.

A.Maneuvering at Minimum Control Airspeed

Define minimum controllable airspeed.

  • An airspeed where any further reduction in airspeed or increase in AOA causes immediate stall
  • Approximately 1.05 × VS (Stall Speed)
  • Used to demonstrate flight characteristics near the stall
  • Builds awareness of pre-stall cues
GFH ch 4

Characteristics of slow flight?

  • Mushy controls, large stick movement for small response
  • High deck angle, high AOA
  • Aileron less effective; rudder more important for keeping wings level
  • Adverse yaw very pronounced
  • Sudden inputs can stall
GFH ch 4
B.Stall Recognition and Recovery

Indications of imminent stall?

  • Decreasing airspeed
  • High pitch attitude
  • Mushy / reduced control effectiveness
  • Buffet, aerodynamic shake
  • Stall warning if equipped
GFH ch 4; AC 61-67

Stall recovery sequence?

  • Reduce AOA, push the nose down decisively
  • Level the wings with coordinated aileron + rudder
  • Recover to level flight; do not exceed VNE (Never Exceed Speed)
  • Minimum altitude loss is the goal
  • For glider: AOA-reduction is the only tool
GFH ch 4; AC 61-67

Accelerated stall, when does it occur?

  • Stall at higher-than-1G load, happens in steep turns, abrupt pull-ups, recovery from dives
  • VS (Stall Speed) increases with √(load factor): at 60° bank, VS is √2 × normal stall speed
  • Common scenario: low base-to-final turn, pilot pulls back to "save" → accelerated stall + spin
PHAK ch 5; AC 61-67

X.Emergency Operations

Refs: GFH.

A.Simulated Off-Airport Landing

Decision sequence when lift dies away from the field?

  • Best L/D speed first, preserves glide range
  • Identify landable areas, at least three, ranked
  • Commit to one by 1,500 AGL, circle, evaluate, pick
  • Pattern at 800 AGL, abbreviated; safety over polish
  • By 200 AGL, committed; no field changes
GFH ch 9

Estimating wind direction without instruments?

  • Smoke from chimneys / fires
  • Dust raised by wind
  • Cloud movement, especially low ones
  • Water surface ripples
  • Cattle / animals usually face into wind
  • Track yourself across a known feature for drift
GFH ch 9

If a passenger is panicking during the off-airport approach, what do you do?

  • Reassure briefly: "I have it under control"
  • Don't engage in conversation, fly the airplane first
  • If they're reaching for controls, command "hands off" loudly and clearly
  • Land, then debrief on the ground; never let pre-flight panic become an in-flight crisis
AIH ch 1; GFH ch 9
B.Emergency Equipment and Survival Gear

Survival equipment for cross-country?

  • Water, at least 1 quart per person
  • Cell phone + portable radio (charged)
  • PLB or 406 ELT
  • First aid kit, signal mirror, whistle
  • Climate-appropriate clothing
GFH ch 9

Parachute requirements under §91.307?

  • Required when intentional maneuvers exceed 60° bank or 30° pitch with passengers
  • Pack within 180 days by appropriately rated rigger
  • Brief bailout: jettison canopy, release straps, push out, count, pull
14 CFR §91.307

Do gliders need an ELT?

  • Gliders are explicitly excepted from the ELT requirement
  • If installed, must be operational and inspected per Part 91
  • Portable PLB is good practice for cross-country
14 CFR §91.207

XI.Postflight Procedures

Refs: GFH; GFM.

A.After-Landing and Securing

Post-touchdown procedure?

  • Maintain directional control; aileron progressively into wind
  • Apply wheel brake smoothly
  • Clear the runway / landing area
  • For self-launch: shut down engine per GFM cooling schedule
  • For passenger flights: brief "we'll roll out, then I'll let you know when to unstrap"
GFH ch 8; GFM

What's looked at in the post-flight inspection?

  • Damage from flight: dings, dents, bug strikes, control freedom
  • Hard-landing indicators
  • Loose / popped fasteners
  • Tire condition; brake function
  • Note anything for the next pilot in the squawk record
GFH ch 7

+Commercial Pilot Privileges & Limitations (§61.133)

Ref: 14 CFR Part 61 Subpart F.

§61.133Privileges

What can a commercial pilot glider be paid to do?

  • Act as PIC for compensation or hire
  • Carry passengers for compensation in glider operations
  • Provide commercial intro / sightseeing flights per FAA rules
  • Tow gliders for compensation (with appropriate towing endorsements)
  • Cannot give flight instruction without a CFI rating
14 CFR §61.133

What regulatory framework does a typical glider intro-flight operation run under?

  • Gliders are excluded from §91.146 and §91.147 by definition (those regs apply to airplane / powered-lift / rotorcraft only)
  • Glider commercial passenger ops therefore operate under §61.133 commercial privileges + Part 91 general operating rules
  • Part 135 (full commercial air carrier) applies if the operation goes beyond Part 91 limits, full certification, training, maintenance program required
  • Know which framework your operation runs under
14 CFR §61.133; Part 91; Part 135

What duty/rest rules apply to glider intro flights?

  • Part 91 sightseeing has no FAR-mandated duty/rest rules
  • Operator typically imposes its own rest minimums
  • Best practice: 8 hour rest before duty, no more than 8 flying hours per day
  • Commercial pilot must self-assess fitness, fatigue is the #1 hidden hazard
14 CFR §61.53; PHAK ch 17

What happens if you have a medical issue between flights?

  • Glider PIC doesn't require a medical, but you must self-certify fitness
  • If you have a known disqualifying condition (severe headache, illness, recent procedure), don't fly
  • Document the no-go decision; don't push through
  • For passenger commercial ops, the operator may impose stricter standards
14 CFR §61.53