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Private Pilot Glider, Oral Prep

Questions to ask the candidate, with bullet answers and source citations. Companion to FAA-S-8081-22 Practical Test Standards.

PTS Reference FAA-S-8081-22, Private Pilot Glider
Areas of Operation I to XI
Miami Gliders Homestead General Aviation Airport (X51)

How to use

Each Area of Operation and Task mirrors the Private 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.

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

What documents must you carry as PIC of a glider?

  • Pilot certificate
  • Photo ID (driver's license or government ID)
  • Glider PIC does not require a medical, but you self-certify fitness each flight
14 CFR §61.3

What documents must be on board the glider?

  • A, Airworthiness certificate
  • R, Registration
  • O, Operating Handbook
  • W, Weight and balance data
14 CFR §91.9, §91.203

What inspections does a glider need?

  • Annual inspection, every 12 calendar months
  • 100-hour inspection, only if used for hire / instruction for compensation
  • Transponder check, 24 calendar months if installed and used
  • Most VFR gliders skip altimeter / pitot-static checks (those are IFR-only items)
14 CFR §91.409, §91.411, §91.413

What are the recent-experience requirements to carry passengers?

  • 3 takeoffs and 3 landings within preceding 90 days, in the same category and class
  • For glider: 3 launches and 3 landings in a glider
  • If carrying passengers at night (motor gliders): same plus 3 to a full stop within preceding 90 days
  • Flight review every 24 calendar months, without it, no PIC at all
14 CFR §61.56, §61.57
B.Airworthiness Requirements

How do you determine the glider is airworthy before flight?

  • All required documents on board (AROW)
  • All required inspections current (annual, transponder if applicable)
  • No ADs overdue; AD compliance documented
  • Preflight inspection reveals no unairworthy items (broken or missing required equipment, structural or control rigging issues, fluid or fabric damage)
  • PIC determines the glider is in condition for safe flight before each flight, §91.7(b)
14 CFR §91.7; GFH ch 7

Who is responsible for an aircraft's airworthiness?

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

What's an Airworthiness Directive (AD)?

  • Mandatory FAA notice of an unsafe condition with required corrective action
  • Compliance is required by the deadline stated in the AD
  • Owner / operator must record AD compliance in the maintenance records
  • Pilot should know which ADs apply to the airplane being flown
14 CFR §39; §91.403
C.Weather Information

What weather products would you check before a glider flight?

  • METAR / TAF, current and forecast at home airport and along route
  • Surface analysis / prog charts for the big picture
  • Soaring forecast, thermal index, lapse rate, lift altitude
  • AIRMET / SIGMET / Convective SIGMET, turbulence, IFR, thunderstorms
  • NOTAMs, TFRs and airport status
  • PIREPs, what's actually being seen aloft
PHAK ch 12, 13; AIM 7-1

What is a thermal and how does it form?

  • A column of warm rising air
  • Sun heats ground unevenly, dark fields, parking lots, rocks heat faster than grass / water
  • Heated surface warms the air above; that air becomes less dense and rises
  • Thermal rises until it reaches air of equal temperature, often topped by cumulus cloud
GFH ch 10; PHAK ch 12

What does instability mean, and how do you tell the atmosphere is unstable?

  • Unstable: a parcel of lifted air keeps rising on its own (good for thermals)
  • Stable: a parcel of lifted air sinks back to its original level
  • Indicators of instability: cumulus clouds, gusty winds, good visibility, showers / thunderstorms
  • Indicators of stability: stratus clouds, smooth air, poor visibility, fog or steady rain
PHAK ch 12; GFH ch 10

What are the basic VFR weather minimums for a glider in Class E below 10,000 MSL?

  • 3 statute miles visibility
  • 500 ft below clouds, 1,000 ft above, 2,000 ft horizontal
  • Above 10,000 MSL: 5 SM, 1,000 / 1,000 / 1 SM
14 CFR §91.155
D.Operation of Systems

How does the airspeed indicator work?

  • Compares ram air pressure (pitot tube) to ambient static pressure
  • Shows dynamic pressure, calibrated to airspeed
  • Color bands: green arc = normal, yellow = caution (smooth air only), red line = VNE (Never Exceed Speed)
  • Blocked pitot reads like an altimeter; blocked static reads inversely with altitude
PHAK ch 8; GFH ch 5

What does the variometer tell you, and what is total energy?

  • Vario shows rate of climb / descent, like a sensitive VSI
  • Standard vario reads any altitude change, including pitch-up energy trades (false positive)
  • Total-energy (TE) vario subtracts the airspeed-change component → shows true air mass motion
  • Glider pilots rely on TE vario to find lift, not just respond to control inputs
GFH ch 5

What does the yaw string tell you and how do you read it?

  • Indicates yaw / sideslip; primary coordination instrument in a glider
  • Trails opposite the slip: trailing left = need left rudder to center
  • "Step on the head of the snake"
  • Centered yaw string = coordinated flight = best L/D for that airspeed
GFH ch 5

When is a transponder required for glider operations?

  • 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
14 CFR §91.215(b)
E.Performance and Limitations

What are the V-speeds for the glider you're flying today?

  • For Blanik L-23: VS (Stall Speed) 32, Vg (Best Glide / Best L/D, per GFM) 48 dual / 43 solo, Vmin sink (Minimum Sink Airspeed, per GFM) 42 / 38, Vt (Max Aerotow Speed, per GFM) 81, VA (Maneuvering Speed) 86, VNE (Never Exceed Speed) 133
  • Approach speed = Vg + ½ headwind component (~55 kt nominal)
  • Adjust upward in gusts
  • Candidate should rattle these off without looking
Blanik L-23 GFM

What's density altitude and how does it affect the glider?

  • Pressure altitude corrected for non-standard temperature
  • Increases on hot, high, humid days → less dense air
  • Effect: longer takeoff roll, degraded climb on tow, higher true airspeed at the same indicated
  • South Florida summer afternoons: density alt easily 2,500+ ft on the surface
PHAK ch 11; GFH ch 6

How does load factor change with bank angle in a level turn?

  • Load factor = 1 / cos(bank angle)
  • 30° → 1.15 G, 45° → 1.41 G, 60° → 2.0 G
  • Stall speed increases as √(load factor): VS (Stall Speed) at 60° = ~1.41× normal VS
  • Why steep low-altitude turns are dangerous, stall margin shrinks fast
PHAK ch 5; GFH ch 3

Walk me through a weight and balance for today's flight.

  • Empty weight + arm from GFM
  • Add pilot(s), parachutes, ballast, 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
WBH ch 1; Blanik GFM
F.Aeromedical Factors

What is hypoxia and what are the symptoms?

  • Oxygen deprivation in the body
  • Symptoms: euphoria, slowed reactions, impaired judgment, headache, cyanosis (blue lips/nails), tingling
  • Insidious, affected pilot rarely recognizes it themselves
  • Above 12,500 MSL for >30 min, supplemental oxygen required
PHAK ch 17; AIM 8-1-2; 14 CFR §91.211

What's the alcohol rule under §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
14 CFR §91.17

What are common visual illusions on approach?

  • Upsloping runway: feels too high → tend to land short
  • Downsloping runway: feels too low → tend to overshoot
  • Narrow runway: feels high; wide runway: feels low
  • Featureless terrain (water, snow): feels higher than you are → undershoot
  • Counter with sight picture and aim point, not feel
AIM 8-1-5; PHAK ch 17

What is spatial disorientation?

  • Confusion about position, attitude, or motion relative to Earth
  • Usually happens after losing visual reference, clouds, low light, featureless terrain
  • Body's sensors (inner ear, seat-of-pants) lie when the visual horizon is gone
  • Trust the 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

II.Preflight Procedures

Refs: GFH; GFM.

A.Assembly

What's the most important step of a glider assembly?

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

What's checked in the assembly sequence?

  • Wings + main pins seated and safetied
  • Tail surfaces + control connections + safety pins
  • Pitot, static, antenna lines connected
  • Positive control check
  • Tape any gaps if specified by the GFM
GFH ch 2; GFM
B.Ground Handling

What are the rules for moving a glider on the ground in wind?

  • Pilot at controls, plus a wing-runner; tail walker for distance moves
  • Wing tip never leaves a hand
  • Move slowly; never tow with controls unsecured
  • Park into the wind whenever possible
  • In strong / gusty wind, bring the glider into a hangar or trailer
GFH ch 7

Why secure the canopy when leaving the glider?

  • Canopy can blow open and hinge-fail in a gust
  • Plexiglass replacement is months on backorder and several thousand dollars
  • Latch + lock + cover when parked outside
GFM
C.Preflight Inspection

Why use the GFM checklist for preflight rather than going from memory?

  • Memory is unreliable, especially after distractions
  • Checklist enforces a consistent flow
  • If interrupted, restart that section of the checklist from the top
  • Same checklist every flight, first one and ten thousand
GFH ch 7; GFM

What would you check on the tow rope and weak link?

  • Length within spec (200 to350 ft for student aero tow)
  • No fraying, kinks, abrasion, sun damage
  • Splices and rings undamaged
  • Weak link strength matches GFM spec, too strong damages the glider, too weak fails routinely
  • Both ends serviceable; correct hitch type
GFH ch 7; GFM

Found a small dent on the leading edge during preflight. Now what?

  • Don't fly until evaluated, leading-edge damage can change stall behavior
  • Document with photos; ask an A&P or knowledgeable mechanic
  • If in doubt, ground it
14 CFR §91.7
D.Cockpit Management

What's a proper passenger briefing?

  • Seat belt and harness operation
  • Canopy operation, locking, jettison if equipped
  • Don't touch, point out anything they shouldn't move
  • Bailout procedure if parachute equipped
  • Communication during flight, motion sickness signals
GFH ch 7

Why secure all loose items in the cockpit?

  • Negative-G or steep maneuvers throw loose items into controls or against the canopy
  • A pencil under a rudder pedal at 200 AGL is a real emergency
  • Nothing rides in the lap or on the seat unsecured
GFH ch 7
E.Visual Signals

What are the standard pre-launch 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
GFH ch 7

What does a rudder waggle from the towplane mean?

  • On the ground: ready for takeoff
  • In the air: close and lock your airbrakes / spoilers
  • Brief signals on the ground, 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

What position calls do you make at a non-towered airport?

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

What are the ATC light signals you'd see from a tower?

  • Steady green, air: cleared to land; ground: cleared for 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

Radio fails on tow. What's your procedure?

  • Use pre-briefed visual signals with the towplane
  • Release at planned altitude over a safe area if signals don't work
  • At a towered airport, use light gun signals after release
  • Lost-comm procedures briefed every flight, not assumed
AIM 6-4; GFH ch 7
B.Traffic Patterns

What's a standard glider pattern?

  • 45° entry to downwind at ~1,000 ft AGL
  • Glider patterns are flown closer-in than power patterns (finite glide range)
  • "Initial point" or "IP" abeam touchdown on downwind = energy budget reference
  • No go-around once committed; airspeed margin all the way to roundout
GFH ch 8; AIM 4-3-3

Approach airspeed, how do you set it?

  • Best L/D + ½ headwind component
  • Add for gust factor (typically ½ the gust amount)
  • Pitch attitude controls airspeed; spoilers control glide path
  • Never bleed below stall margin to make a precise touchdown
GFH ch 8

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

  • Low altitude + slow airspeed + bank → narrow stall margin
  • An overshooting student tends to steepen the turn and pull → accelerated stall + spin
  • PTS limit: bank ≤ 30° practical, 45° absolute
  • Plan the base turn so a steep correction is never needed
  • If you overshoot, accept long landing, go-around is not an option
GFH ch 8
C.Airport, Runway, and Taxiway Signs, Markings, and Lighting

What's the runway holding-position marking?

  • Yellow ladder pattern, 4 lines, 2 solid + 2 dashed
  • Cross only with proper communication / clearance
  • Solid side faces the holding aircraft, dashed side faces the runway
AIM 2-3

Identify these runway lights: white, yellow, red.

  • White, runway edge lights
  • Yellow, last 2,000 ft of runway edge lights (caution zone)
  • Red, end of runway from departure side; threshold green from approach side
AIM 2-1
X51 specifics: Runway 09/27 grass surface, no PAPI, no painted markings. Aim point judged by sight picture and windsock. Brief students on the 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 should the pilot and tow pilot agree on before launch?

  • 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

What's the 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

What's the difference between high tow and low tow?

  • High tow, glider above towplane wake; standard US position
  • Low tow, glider below the wake; lower drag, smoother in turb
  • Wake is between, never sit in it
GFH ch 7

What's the sight picture for correct high tow?

  • Towplane wheels just above the horizon
  • Towplane centered in your canopy view
  • Towline trails slightly upward at the towplane end
GFH ch 7
D.Slack Line

What causes a slack line and how do you correct it?

  • Cause: glider closes on towplane faster than the towplane pulls
  • Common: towplane reduces power, glider exits a thermal, glider banks inside towplane's turn
  • 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
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

When would you release immediately, even if not at altitude?

  • Towplane signals "release" (rudder waggle)
  • Inadvertent spoiler / dive brake deployment you can't close
  • Towline malfunction or visible damage
  • Towplane in trouble (smoke, abnormal flight path)
GFH ch 7
F.Abnormal Occurrences (Aero Tow)

Rope break at 100 AGL on takeoff. Action?

  • Land straight ahead on remaining runway or clear area within 30° of nose
  • Do NOT attempt 180° turn back, insufficient altitude, low airspeed, stall-spin risk
  • 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 (Auto / Winch), if applicable

G toH.Before Takeoff & Normal Takeoff (Ground Tow)

How does ground-tow before-takeoff differ from aero tow?

  • Verify belly / CG hitch selected (not nose)
  • Coordinate tow speed and signals with the auto driver / winch operator
  • Cable inspection end to end
  • Rotation altitude and abort criteria briefed
  • Wind component within glider + winch limits
GFH ch 7

Climb profile on a winch launch?

  • Initial roll: stick neutral, wings level, accept acceleration
  • Lift-off at min safe airspeed; no sharp pitch up
  • Shallow rotation to ~30° pitch over 2 to3 seconds
  • Steepen to 45 to55° once safely above gradient
  • Maintain target airspeed within GFM range
  • Top of launch: relax pitch; cable releases or runs out
GFH ch 7
I.Abnormal Occurrences (Ground Tow)

Cable breaks during steep climb. 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

Self-Launch, if applicable

J toN.Self-Launch Operations

What's special about a self-launching glider?

  • Engine ops per GFM, start sequence, warm-up, climb at VY (Best Rate of Climb)
  • Engine-out plan briefed at every 100 ft of climb until safe glide range to runway
  • In-flight shutdown: cooling schedule, feather sequence, static-source switching
  • Restart altitude floor, below it, commit to landing, don't try to restart
AC 61-94; GFM

Landings

O.Normal and Crosswind Landing

What's the standard glider approach airspeed?

  • Best L/D + ½ headwind component
  • Add for gusts
  • For Blanik L-23: ~55 kt nominal in still air
  • Trade airspeed margin for spoiler authority, never bleed below stall margin
GFH ch 8; Blanik GFM

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

PTS standard for the landing?

  • Approach airspeed ±5 kt
  • Touchdown smoothly within designated area
  • No appreciable drift, longitudinal axis aligned
  • Stop within 200 ft of designated point (Private; commercial is 100 ft)
FAA-S-8081-22 task IV.O
P.Slips to Landing

When would you use a slip and what does it do?

  • 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" beyond spoilers, especially on overshooting final
GFH ch 8

What does a slip do to the airspeed indicator?

  • Pitot is no longer aligned with relative wind → reads low
  • Don't chase the indication; fly attitude (sight picture)
  • Recover from the slip well above flare height; verify airspeed once aligned
GFH ch 8
Q.Downwind Landing

When and why would you land downwind?

  • Off-airport landing forced by terrain or wind shift
  • Higher groundspeed → significantly longer roll-out
  • Indicated airspeed same as headwind landing; airplane "feels fast"
  • Resist urge to bleed airspeed, airspeed is the only stall margin
  • GFM may have a max tailwind limit (typically 5 to10 kt)
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.

  • The airspeed at which the glider has the lowest rate of descent in still air
  • Slower than best L/D, slightly higher sink per mile, but lowest sink per second
  • For Blanik L-23: 42 kt dual / 38 kt solo
  • Used for: thermalling, staying aloft in weak lift, holding over a known thermal
GFH ch 6; Blanik GFM
B.Best L/D Airspeed

Define best L/D airspeed.

  • The airspeed at which the glider achieves maximum lift-to-drag ratio, flattest glide in still air
  • For Blanik L-23: 48 kt dual / 43 kt solo
  • Above or below this speed, glide ratio decreases
  • Adjust upward in headwind, downward in tailwind
GFH ch 6; Blanik GFM

When would 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 home
  • Min sink doesn't change with wind; best L/D does
GFH ch 6

VI.Soaring Techniques

Refs: GFH.

A.Thermal Soaring

How do you 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; haze dome
  • Other gliders already circling, join below them, same direction
GFH ch 10

Initial entry technique once you find lift?

  • 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; re-bank into it
  • Adjust bank to stay in the strongest part
GFH ch 10

If two gliders are thermalling, what direction does the second join in?

  • Match the existing direction, never thermal opposite to other gliders
  • 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

What conditions produce ridge lift?

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

Rule for approaching a ridge?

  • Approach at 45°, never head-on
  • From the windward (lift) side; never from leeward at low altitude
  • 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

How does mountain wave form?

  • Strong steady wind (~25 kt+) perpendicular to a substantial ridge
  • Stable air aloft → wind oscillates downstream of the ridge
  • Wave crests visible as lenticular cloud caps
  • Lift on upwind side of crest; sink on downwind; rotor turbulence below
GFH ch 10

What's the difference between wave lift and rotor?

  • Wave, smooth, steady, often very strong (1,000+ fpm); above the rotor zone
  • Rotor, violent turbulence in a roller cylinder downwind; can break a glider
  • Entry into wave goes through rotor, minimize time at VA (Maneuvering Speed)
  • Above 18,000 MSL = Class A; gliders need a Letter of Authorization under §91.135(d) plus an ATC clearance
GFH ch 10; 14 CFR §91.135

VII.Performance Maneuvers

Refs: GFH.

A.Steep Turns

PTS standard for a Private Pilot steep turn?

  • 360° turn at 45° ±5° bank
  • Airspeed ±10 kt
  • Rollout on entry heading ±10°
  • Coordinated; no stall
FAA-S-8081-22 task VII.A

What's overbanking tendency?

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

VIII.Navigation

Refs: PHAK; AIM. Oral evaluation.

A.Pilotage and Dead Reckoning

What's the difference between pilotage and dead reckoning?

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

How would you select an off-airport landing area 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
B.National Airspace System

List the airspace classes and the basic operating requirement of each.

  • A, 18,000 MSL up to FL600. IFR only. Glider waiver required.
  • B, surface or floor up to typically 10,000 MSL around busy airports. 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, glider, airplane, 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

What is "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
  • Adverse yaw very pronounced
  • Sudden inputs can stall
GFH ch 4
B.Stall Recognition and Recovery

Indications of an imminent stall?

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

Stall recovery procedure?

  • Reduce AOA, push the nose down decisively (not violently)
  • Level the wings with coordinated aileron + rudder
  • Recover to level flight; do not exceed VNE (Never Exceed Speed)
  • Minimum altitude loss is the goal, not zero
  • For glider: AOA-reduction is the only tool (no power)
GFH ch 4; AC 61-67

Why is the low base-to-final turn the classic stall-spin scenario?

  • Low altitude + slow airspeed + bank = narrow stall margin
  • Pilot pulls back to "save" the turn → accelerated stall
  • If uncoordinated → spin entry, no altitude to recover
  • Plan the base turn so a steep correction is never needed
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

How do you estimate wind direction without an instrument?

  • Smoke from chimneys / fires
  • Dust raised by wind
  • Cloud movement, especially low ones
  • Water surface ripples, wind blows toward calm
  • Cattle / animals usually face into wind
  • Track yourself across a known feature for drift
GFH ch 9
B.Emergency Equipment and Survival Gear

What should be carried for cross-country?

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

If parachutes are worn, what does the FAA require?

  • 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

What's the procedure after touchdown?

  • Maintain directional control; aileron progressively into wind
  • Apply wheel brake smoothly to stop at designated point
  • Clear the runway / landing area as soon as practical
  • For self-launch: shut down engine per GFM cooling schedule
GFH ch 8; GFM

What's the post-flight inspection looking for?

  • Damage from the flight: dings, dents, bug strikes, control freedom
  • Hard-landing indicators: cracked skin near gear, deformed gear strut
  • Loose / popped fasteners
  • Tire condition; brake function
  • Note anything for the next pilot
GFH ch 7

Securing for parking outside overnight?

  • Tie-down all three points (wings + tail), facing into prevailing wind
  • Lock control surfaces (control lock or gust lock)
  • Cover canopy and pitot
  • Chock the wheel
  • If thunderstorms forecast, disassemble and store in trailer or hangar
GFH ch 7