Commercial Pilot Glider Oral Prep

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; §119.1(e)(5)

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

Aircraft: AROW (Airworthiness, Registration, Operating limitations, Weight and balance)
The "O" is operating limitations in whatever form applies: AFM/POH, placards, and instrument markings (§91.9)
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
May be exceeded by up to 10 hours only while en route to reach the place where the inspection will be done
Any overage counts against the next 100-hour interval, so the next inspection comes due early
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 (§91.403): maintaining the aircraft in an airworthy condition, including inspections and AD compliance
PIC (§91.7): determines the aircraft is in condition for safe flight before and during each flight, and discontinues the flight when an unairworthy condition develops

14 CFR §91.7, §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 9

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 9

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

The Class E floor at X51 is 700 ft AGL (magenta vignette, 6.5 NM radius, established 2010)
Class G, surface to 700 AGL, day: 1 SM vis, clear of clouds
Class E, from 700 AGL (below 10,000 MSL): 3 SM vis, 500 below / 1,000 above / 2,000 horizontal cloud clearance
The 800 to 1,000 ft pattern is already in Class E, so the 3 SM and 500/1,000/2,000 numbers apply in the pattern

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 V_NE (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 4

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 4, 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 5, 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, 60° → 2.0 G
Stall speed increases as √(load factor)
The commercial steep turn is flown at 45° bank: 1.41 G, stall speed about 1.19× normal V_S (Stall Speed)
At the 50° tolerance edge (45° plus 5°): 1.56 G, stall speed about 1.25× V_S
Approach airspeed must include enough margin for the maneuver entry

PHAK ch 5; GFH ch 3

What does carrying water or trim ballast do to glider performance?

Maximum L/D ratio is unchanged; the polar shifts right, toward higher speeds
Min-sink and speed-to-fly airspeeds rise; stall speed rises with √(weight)
Longer takeoff roll; wider, faster thermalling circles, so climbs suffer in weak lift
Payoff is a faster efficient cruise between thermals on strong days
Dump water ballast before landing per the GFM, normally before pattern entry

GFH ch 5; GFM

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 6; GFM

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

Routine rigging per the GFM is an operational task, not Part 43 maintenance; the pilot may assemble the glider for flight
Required practice: the critical assembly check plus a positive control check, documented per operator SOP
Part 43 record entries apply to maintenance and repairs, not routine assembly
For commercial operations, the operating procedures often require additional sign-off / documentation

GFH ch 6; GFM; 14 CFR Part 43

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 6

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 6

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

Inspect the full length: no fraying, kinks, abrasion, sun damage; a knot can cut the rope's strength by up to half
Length is operational / SOP, not regulation: about 200 ft minimum per the GFH for normal aero tow
Strength is the regulation: breaking strength 80% to 200% of the glider's maximum certificated operating weight (§91.309(a)(3))
A stronger rope is legal only with safety links at both ends: glider end 80 to 200% of glider max weight; towplane end greater than the glider end but not more than 25% greater, and not more than twice the glider max weight
Splices and rings undamaged; weak link strength matches GFM spec; both ends serviceable; correct hitch

14 CFR §91.309; GFH ch 6, 7; GFM

D.Flight Deck 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 6; 14 CFR §91.107

E.Visual Signals

Standard pre-launch and emergency signals?

Hold, arms straight out at the sides, held steady
Raise wingtip to level position, the glider pilot's own signal
Open and close release, open palm shown to the glider pilot, then closed fist at the glider pilot
Take up slack, arm moves slowly back and forth through an arc
Stop operation immediately, arms waved
Release / cut towline now, arm drawn across the throat (more drastic than stop; keep the two distinct)
Begin takeoff, arm makes rapid circles
Ready for takeoff, the glider (not the towplane) gives the rudder waggle on the ground, or calls on the radio
In the air: towplane wing rock = release immediately; towplane rudder fan = something is wrong with the glider, check and close your airbrakes / spoilers. Confusing the two near the ground, with spoilers creeping open, is a classic accident setup
Brief signals before every flight, never invent them in the air

GFH ch 7 (fig 7-18), ch 8, 12

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
Mode C veil (within 30 nm of a Class B primary, §91.215(b)(3)): balloons, gliders, and aircraft without an engine-driven electrical system may operate without one if outside A/B/C and below the lower of the Class B/C ceiling or 10,000 ft MSL
Above 10,000 ft MSL (§91.215(b)(5)): transponder required, with the same carve-out for balloons, gliders, and aircraft without an engine-driven electrical system
ADS-B Out (§91.225) mirrors the transponder airspace with the same carve-out: outside Class A/B/C and below the lower of the B/C ceiling or 10,000 ft MSL (§91.225(e))
If equipped, transponder and ADS-B must be on and transmitting at all times (§91.215(c), §91.225(f))
Self-launch glider with an engine-driven electrical system: the conservative reading is the relief does not apply; confirm before relying on it
For wave operations entering Class A: ATC authorization under §91.135(d), normally a standing wave-window Letter of Agreement with the ARTCC, plus transponder

14 CFR §91.215, §91.225, §91.135(d)

B.Traffic Patterns

Walk me through your standard glider pattern at X51.

Initial point (IP) entry at about 1,000 ft AGL (local SOP; GFH says 800 to 1,000 or per local procedures)
Fly the downwind to arrive abeam the touchdown point at 500 to 600 ft AGL, laterally about 800 to 1,200 ft out (a 30 to 45° look-down angle)
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 7; 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
PTS limit: bank not to exceed 45° turning final (task III.B.8); the 30° figure is our local technique target, not a PTS number

GFH ch 7; AC 61-67; FAA-S-8081-23B III.B

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. The evaluator selects the kind of launch based on your qualifications; expect every task of that launch group plus all three landing tasks.

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 6, 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 and 500, above 500; tow plane power loss; release failure
Signals: rudder waggle, wing rock
This agreement is regulatory, not just good practice: §91.309(a)(5) requires an agreed general course of action, including takeoff and release signals, airspeeds, and emergency procedures
Towing within Class B/C/D/E surface areas requires prior notification to ATC (§91.309(a)(4))

GFH ch 7; 14 CFR §91.309(a)(4), (a)(5)

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.Boxing the Wake

Describe boxing the wake. What are the standards?

Announced to the tow pilot before takeoff; flown outside the traffic pattern area and no lower than 1,000 ft AGL
From high tow, descend through the wake to center low tow, the signal to the tow pilot that the maneuver is starting
Fly a rectangular box slightly outside the wake, holding each corner momentarily: out to one lower corner, up that side, across the top, down the other side, back along the bottom
Return to center low tow, then climb back through the wake to high tow to finish
Coordinated rudder and aileron throughout; common errors are a box so large it strains the tow or so small it clips the wake

GFH ch 7; FAA-S-8081-23B task IV.E

F.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

G.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 8; 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; a promptly flown reversal costs well under 200 ft, which is why 200 ft AGL is the working floor
Land downwind on the remaining runway
Above 500 AGL: abbreviated pattern is usually best

GFH ch 8

Your release fails but the towplane's works. Procedure?

Signal the towplane: move out to the left of the towplane and rock your wings (or use the radio)
Towplane tows you back over the field and releases its end at a safe altitude; the rope falls back below the glider
Pull your own release anyway, some hooks don't back-release and it improves the odds the line drops off the glider
Plan the approach knowing the rope may still be trailing

GFH ch 8, 12

Both releases fail. Procedure?

Glider cannot-release signal: move out to the left of the towplane and rock wings (or radio)
A towplane that also cannot release replies by yawing its tail repeatedly
Then land on tow: glider descends to low tow and uses spoilers to keep the rope taut and avoid overtaking
Towplane flies a wide, shallow, stabilized approach planning to land long; the glider touches down first
Minimal glider braking until the towplane is down; heavy braking can drag the towplane below flying speed
Discuss the contingency before every flight

GFH ch 8, 12

Ground Tow / Self-Launch, if applicable

H to P.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 8

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

Q.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 short of and within 100 ft of the designated point (Commercial; Private is 200 ft)
Rolling past the point is unsatisfactory; the 100 ft only counts on the short side

FAA-S-8081-23B task IV.Q

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 7

R.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 7

S.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 7

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 5; FAA-S-8081-23B V.A

B.Speed-To-Fly

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 5; FAA-S-8081-23B 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 5

How do you derive speed-to-fly from the polar, and what's the standard?

Speed-to-fly comes off the polar: shift the tangent's origin for the situation (sink, wind, expected lift) and read the new tangent point
MacCready setting = expected climb rate in the next thermal; a higher setting commands a faster cruise
Fly faster in sink or a headwind; slower in lift or a tailwind
PTS commercial standard: determine the speed-to-fly for the situation and hold it ±5 kt

GFH ch 5, 11; FAA-S-8081-23B V.B

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 in their direction of turn, entering tangentially, never directly above or below them

GFH ch 10

Initial entry technique?

Slow to thermal speed (just above min sink)
Bank into the lifting wing, usually 30 to 45° 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, the first glider in the thermal sets it; never thermal opposite
Enter tangentially, outside the established circle, without cutting anyone off
At the same height, position across the circle from the other glider to keep visual contact
Never sit directly above or below another glider; performance differences close vertical gaps fast

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?

Wind at least 15 to 20 kt at mountaintop level, increasing with altitude, within about 30° of perpendicular to the ridge
Stable layer near the crest with less stable air above and below; the displaced air oscillates downstream
Lenticular cloud caps mark the crests
Lift on upwind side of each crest; sink downwind; rotor turbulence below
Above 18,000 MSL = Class A: ATC authorization under §91.135(d), normally a standing wave-window Letter of Agreement with the ARTCC, plus transponder and oxygen
Oxygen (§91.211): crew use required above 12,500 ft MSL when there longer than 30 minutes; crew the entire time above 14,000; every occupant must be provided oxygen above 15,000

GFH ch 9, 10; 14 CFR §91.135(d), §91.211, §91.215

VII.Performance Maneuvers

Refs: GFH.

A.Straight Glides

What's evaluated in the Straight Glides task?

Track toward a prominent landmark holding the specified heading ±10° and the specified airspeed ±5 kt
Demonstrate the effect of flaps, spoilers, or dive brakes on pitch attitude and airspeed
Smooth, coordinated control and planning; yaw string centered

GFH ch 7; FAA-S-8081-23B task VII.A

B.Turns to Headings

What's the standard for Turns to Headings?

Enter and hold an appropriate rate of turn with smooth, coordinated control
Maintain airspeed ±5 kt; roll out on the specified heading within 10°
Know the pitch / bank / airspeed relationship: as bank steepens, the nose wants to drop and airspeed creeps up

GFH ch 7; FAA-S-8081-23B task VII.B

C.Steep Turns

PTS standard for a Commercial Pilot steep turn?

One continuous 720° turn at 45° ±5° bank
Airspeed ±5 kt
Rollout on entry heading ±10°
Coordinated; no stall

FAA-S-8081-23B task VII.C

Load factor and stall speed at 45° bank?

Load factor at 45° = 1.41 G
Stall speed increases as √(load factor) → ~1.19× normal V_S (Stall Speed)
For Blanik V_S (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 3

VIII.Navigation

Refs: PHAK; AIM. Oral evaluation.

A.Flight Preparation and Planning

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 build the flight profile for a cross-country?

Construct a profile with minimum altitudes at each go-ahead point: at or above the line, continue; below it, divert
Use the glide calculator / flight computer for still-air range, then pad for sink and headwind
Plan about a 1,500 ft arrival reserve over the goal or alternate
Lay out the lift strategy: which sources to use and the speeds to fly within and between them
Mark landable areas along the whole route; the profile is only as good as the outs under it
Coordinate with ATC where the route needs it (airspace, wave windows)

GFH ch 11; FAA-S-8081-23B task VIII.A

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 8

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 11; PHAK ch 2

B.National Airspace System

List the airspace classes and operating requirements.

A, 18,000 MSL up to FL600. IFR only. ATC authorization required (wave window LOA).
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, right-of-way over every other category
Glider, right-of-way over powered aircraft: airship, powered parachute, weight-shift-control, airplane, rotorcraft
Airship, right-of-way over the other powered aircraft, except those towing or refueling
Aircraft towing or refueling, right-of-way over all other powered (engine-driven) aircraft
Aircraft in distress, right-of-way over everyone (§91.113(c))

14 CFR §91.113(c), (d)

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
Used to demonstrate flight characteristics near the stall
Builds awareness of pre-stall cues

GFH ch 7

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 7

B.Stall Recognition and Recovery

What altitude and bank standards apply to the stall tasks?

Choose an entry altitude so every stall is completed no lower than 1,500 ft AGL
Straight and turning stalls, with and without flaps / spoilers / dive brakes, as appropriate
Turning stalls flown at 15° ±5° of bank
Recover promptly at the first buffet or rapid decay of control effectiveness

FAA-S-8081-23B task IX.B; GFH ch 7

Indications of imminent stall?

Decreasing airspeed
High pitch attitude
Mushy / reduced control effectiveness
Buffet, aerodynamic shake
Stall warning if equipped

GFH ch 7; 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 V_NE (Never Exceed Speed)
Minimum altitude loss is the goal
For glider: AOA-reduction is the only tool

GFH ch 7; 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
V_S (Stall Speed) increases with √(load factor): at 60° bank, V_S 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
Area: no lower than 2,000 ft AGL, select the general landing area
Field: by 1,500 ft AGL, settle on the specific field
Committed: at 1,000 ft AGL, fly the approach; no thermalling below this, no field changes
X51 backstop (local SOP, inside those gates): plan the abbreviated pattern early; safety over polish

GFH ch 8

How is the simulated off-airport landing evaluated on the checkride?

Flown at an established airport, but without using the altimeter
Judge the approach by angle to the aiming point (TLAR: That Looks About Right), exactly as at a field of unknown elevation
Hold the angle that brings the glider to the intended aim point; adjust with spoilers and pattern shape

FAA-S-8081-23B task X.A; GFH ch 8

Estimating wind direction without instruments?

Smoke from chimneys / fires
Dust raised by wind
Cloud movement, especially low ones
Water: the calm band marks the upwind shore; the wind blows from the calm side toward the ripples
Cattle stand tail to wind; birds sit facing into it
Track yourself across a known feature for drift

GFH ch 8

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 8

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 8

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?

No. §91.207 applies only to airplanes; gliders are outside its scope (the rule simply doesn't reach them, they aren't "explicitly excepted")
A voluntarily installed ELT should be maintained per the manufacturer's instructions
Portable PLB is good practice for cross-country

14 CFR §91.207

What are your NTSB notification obligations after an accident?

Immediate notification to the nearest NTSB office for an accident or any listed serious incident (flight control system failure, crew incapacitation, in-flight fire, mid-air collision, and the rest of the §830.5 list)
Accident = death or serious injury, or substantial damage
File Form 6120.1 within 10 days of an accident, or for an incident only when requested
Preserve wreckage and records until the NTSB releases them (§830.10)

49 CFR 830.5, 830.10, 830.15

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 7; 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 6

+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
Towing is not a glider-certificate privilege: it takes a powered-aircraft pilot certificate with §61.69 training, endorsement, and recency, plus commercial privileges in the towplane's category to be paid for it
Cannot give flight instruction without a CFI rating

14 CFR §61.133

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

Glider sightseeing rides are excepted from Part 119 air-carrier certification by §119.1(e)(5) (the text has explicitly included "hot air balloons or gliders" since July 2023)
Gliders are likewise excluded from §91.146 and §91.147 by definition (those regs apply to airplane / powered-lift / rotorcraft only)
Glider intro rides therefore run under §61.133 commercial privileges + Part 91 general operating rules
Beyond that exception, e.g. A-to-B carriage for hire, there is no certificated path for gliders; the operation can't be flown

14 CFR §119.1(e)(5), §61.133; Part 91

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

Commercial Pilot Glider, Oral Prep

I.Preflight Preparation

II.Preflight Procedures

III.Airport and Gliderport Operations

IV.Launches and Landings

Aero Tow

Ground Tow / Self-Launch, if applicable

Landings

V.Performance Speeds

VI.Soaring Techniques

VII.Performance Maneuvers

VIII.Navigation

IX.Slow Flight and Stalls

X.Emergency Operations

XI.Postflight Procedures

+Commercial Pilot Privileges & Limitations (§61.133)