Hints & Tips

This page captures many of the hints & tips I have noted (mainly during my pre-solo training). The list not a comprehensive guide to flying but may be a useful reminder, especially to a student after a lapse in flying. Not all parts apply to all flights. Some items are repeated as they are common to many phases of flight. The list could perhaps be distilled into: "Maintain a good lookout and never fly low & slow!"

Preparation

• If you are flying with an instructor or need a pre-flight briefing from one, make sure you have your log book. If you are on a training flight bring your personal training syllabus card.
• Consider what you want to achieve on this flight, e.g. circuit practice, higher air work like spins, or thermal soaring.
• If possible you should check the tow rope to look for any defects like fraying or failure of a weak link. Although this should normally be done by the person attaching the rope once you are ready to takeoff, it is not always done.
• Perform the pre-boarding ABCD checks
• When donning and removing your parachute, attach the leg straps on first and detach them last when removing the parachute. That way your chest strap is never on alone - if it is and the 'chute is accidentally deployed on a windy day, it could wrap around your neck.
• If there is a crosswind make sure that the glider is pointing straight down the runway. If it is pointing off of the runway towards the crosswind, then a swing is much more likely.
• Perform the pre-takeoff CB SIFT CBE checks.
• Call "Brakes closed and locked, ready for tow" to instruct the ground handler to attach the tow-rope.

Takeoff

• If there is a crosswind, apply full out of wind rudder (i.e. point the way the wind is blowing) to avoid swinging due to the glider weather-cocking. If it is strong you may also need to apply a little bank down into wind to stop the upwind wing from lifting.
• Look out for any problems at the start of the tow e.g. a dropped wing, a tangled rope, loss of tug power, people or vehicle or glider near the runway, other airborne traffic. If unsure then RELEASE immediately.
• If the glider normally rests on a nosewheel/skid, hold the stick well back at the start of the ground roll, or less if there is a strong headwind. This will get the nose off of the ground and increase the angle of attack of the wings. If the glider normally rests on its tailwheel/skid, the stick will usually not need to be held back.
• Steer carefully with the rudder. Use large movements and reduce as the speed increases.
• Keep the wings level with the ailerons (the stick). Use large movements and reduce as speed increases.
• If the glider normally rests on a nosewheel/skid, as the nose lifts you may need to move the stick forwards gently to balance the glider on the main wheel.
• If the glider normally rests on a tailwheel/skid, you may need to encourage the tailwheel to lift (and reduce drag) by moving the stick slightly forwards to balance the glider on the main wheel.
• Ease the stick forwards as you takeoff to reduce the rate of climb as you continue accelerating. Fly level, 5-10 feet above the runway until the tug accelerates to climb speed.
• Do not bank to correct any sideways drift while near the ground or a wing-tip may touch causing a ground loop. The tug will soon pull you back in behind. If drift is significant, yaw into wind with the rudder to add an element of counterdrift.
• Do NOT allow the glider to get high above the tug or it could stall. If at any time you lose sight of the tug then RELEASE immediately.
• Start climbing gently with the tug after it has accelerated to climb speed, staying just above its extended centreline to avoid the turbulent prop wash.
• Beware a low rope break: it is safer to land ahead than to turn at a low height. Even by 300 feet a downwind landing may still not be safe if there is much headwind. Keep an eye on emergency landing areas while carefully monitoring the tug position.

Tow

• Keep your eyes on the tug as much as possible. Do not turn your head. The tug pilot is responsible for lookout during the tow.
• If you lose sight of the tug then RELEASE immediately.
• Remember the tug emergency signals: rudder swinging = check airbrakes; wings rocking = release immediately.
• Relax on the controls - grip the stick lightly between thumb and fingers.
• Make sure you coordinate the stick with adequate rudder or you'll end up fighting your own over-corrections.
• Be aware of the landscape below in case you need to land out - but keep your eyes on the tug.
• Match the bank angle of the tug to stay with it in turns.
• Stay in the high tow area just above the tug’s propeller wash (the wake).
• Relax and ride out the bumps. If the plane wobbles in turbulence you’ll copy it very soon as you fly through the same air.
• If you get out of position then move in slowly, especially when making height adjustments.
• When re-positioning, remember to ease off the control inputs and perhaps apply opposite control inputs just before reaching the desired point to avoid overshooting the desired position.
• Watch out for areas of strong lift / sink and note where they are for later.
• Monitor speed: if it goes above Va (max manoeuvering speed) - e.g. 81 knots in a Puchacz, then you should not move the aileron/rudder to its full deflection. If such a high speed is maintained you should RELEASE.

Release

• Be aware of what is around you.
• Just before reaching tow height (allowing for altimeter lag), pull the release handle hard twice and LOOK for the rope pulling away.
• If the tow rope is taught at release time you should be able to see it snaking away quickly.
• If you cannot release, move well left of the tug and rock your wings. When the tug realises the problem it should tow you back to a safe position for landing and release its end of the rope. Fly a high approach to reduce the risk of the cable snagging (e.g. trees or fences).
• After release LOOKOUT left and up and if safe (no cloud/traffic) then make a climbing clearing turn to the left to maximise the separation and convert the excess speed into height. This also helps the tug pilot see that you are safely detached.
• Trim for a the standard cruise speed of 45 knots - or higher if in sink or turbulence or rain or icing conditions or below 1000 feet.
• Locate the airfield position and remain aware of where it is.
• Locate other traffic and keep a mental map of where it is likely to be if you lose sight of it.
• If just after release you cannot locate the airfield, the best way to find it is to follow the tug.

General Flying

• Maintain a good lookout pattern, scanning fully around as far as possible to the rear on both sides, looking above and below the horizon every 45 degrees, scanning the instruments as you pass the nose (especially speed, height, vario), and look up occasionally (every 15 seconds or more often if someone else is up there).
• Obey the rules of traffic avoidance (give way to traffic closing on your right, avoid head-on traffic by moving right, overtake on the right)
• Monitor speed with attitude & wind noise, and the airspeed indicator but remember that the indicator may fail or read incorrectly.
• Increase speed in areas of sink to reach the next area of lift as quickly as possible.
• Decrease speed in areas of lift to maximise the height gain.
• Increase speed in turbulence (makes it easier to fly and harder to stall) or rain/sleet/snow (restores lost lift due to wing inefficiency).
• Remain aware of the airfield position: beware of wind drift.
• Fly the aircraft, don’t let it wander aimlessly.
• Watch any tendency to keep one wing low that may cause a slow turn.
• Perform HASSELL checks before any manoeuver that loses a lot of height: Height sufficient, Airframe limits, Straps, Security (objects), Location (not over populated area or controlled airspace), Lookout (clearing turns to check below).
• Pay attention to stick and rudder coordination using the canopy slip string as a guide (push the pedal it points towards!).
• Use the audio variometer to provide a ‘heads-up’ indication of sink or lift rate.
• Be alert to symptoms of the stall such as nose high, very high sink rate (mushing), reduced elevator authority, trouble keeping the wings level, reduced slipstream noise, buffeting.
• Remember the stall / incipient spin recovery is: stick steadily forwards to recover, stick gently back to level out using ailerons/rudder as normal to level the wings.
• Remember the spin recovery is: full opposite rudder, with stick central (no bank applied), move stick steadily forwards (maintain full rudder until spin stops), centralise the rudder when spin stops, ease stick back to level out using ailerons/rudder as normal to level the wings.
• Beware that reduced or negative ‘G’ is probably NOT a symptom of a stall: pushing the stick forwards will make matters worse.
• Fly within airframe limits above the stall minimum (around 37 knots in a Puchacz with two pilots), to the Va safe manoeuvering speed (around 81 knots in a Puchacz) up to the never exceed speed Vne (around 116 knots in a Puchacz).
• Sense the movements of the glider with your ears (slipstream noise) and the seat of your pants. Remember that instruments can fail.
• Unless permitted to fly cross-country, always keep the angle to the landing site above about 20 degrees or you may not be able to get back.
• Remember how efficient the glider is: in ideal conditions with a best glide angle of about 30:1 you can travel about 5 miles for only 1,000 feet of altitude. But assume half this in practice to cater for areas of sink or less than perfect flying...

Turning

• Before turning look the other way first - the wing on that side will lift and could hit another glider. Then scan fully behind in the direction of the turn - you should be able to see the tail.
• Before commencing the turn look ahead over the nose again to monitor attitude (speed).
• When looking into the turn direction look well out, beyond the wing-tip to the horizon to avoid losing attitude control.
• Take care to maintain speed and beware of the increasing stall speed as the turn steepens - especially above 45 degrees bank.
• When maintaining a turn (e.g. in a thermal) concentrate on what is ahead and round in the direction of the turn, but also look the opposite way and up/down occasionally as someone else could join you unexpectedly. Remember to look up occasionally, especially if climbing.
• When coming out of a turn the same lookout rules apply as if turning that way from straight flight - i.e. look right round in the direction you will be going before straightening or continuing the turn in the other direction.

Soaring

• Maintain a good lookout.
• Obey the rules of avoidance in thermals or other areas of lift (as above).
• Remain aware of the airfield position: beware of drift.
• Monitor speed.

Thermals

• Maintain a good lookout.
• Join the thermal at a tangent if possible (referencing other gliders).
• Circle in the same direction as any other gliders in the thermal. If circling in different directions, circle in the same direction as the nearest glider and keep an extra lookout for the one(s) circling in the opposite direction. Be very careful as you may outclimb a glider above turning in the opposite direction - or such a glider below may catch up with you.
• Don’t stay in another glider's blind spot (i.e. below / behind) for any length of time.
• If you lose sight of another glider consider leaving the thermal - carefully.
• When maintaining a turn (e.g. in a thermal) concentrate on what is ahead and round in the direction of the turn, but also look the opposite way and up/down occasionally as someone else could join you unexpectedly.Look for other gliders (or birds!) giving away the presence of soaring conditions.Leave the thermal at a tangent - make sure no other glider has to take any avoiding action.
• Remain aware of the airfield position: beware of drift.
• Monitor speed.
• Thermals are more likely above certain landscape features, e.g. rocky areas & south facing slopes. Look first for other circling gliders or birds and join them.
• Feel for a thermal lifting one wing then turn immediately towards that wing.
• If not centred, feel for the physical push of lift rather than waiting for the variometer (which lags) then straightening briefly and start turning again.
• You may be able to fly under a 'cloud street' to gain height by flying through successive thermals without having to circle.

Ridge Lift

• Maintain a good lookout.
• Remain aware of the airfield position: beware of drift.
• Monitor speed.
• Ridge lift is more likely on the upwind side of a ridge.
• Beware the 'clutching hand' sink on the downwind side of the ridge.
• Always turn away from the ridge.
• A glider with the ridge on its right has the right of way.
• A glider overtaking another glider should pass between it and the ridge.

Wave Lift

• Maintain a good lookout.
• Remain aware of the airfield position: beware of drift.
• Monitor speed.
• Wave lift tends to dip to lower altitudes in the same spots around the local scenery, e.g. at Deeside it can often be found above an offset crossroads near Loch Kinord in the lee of Morven.
• Wave lift is often associated with lenticular or similar smoothed-out cloud shapes.
• When in the wave fly into wind and monitor ground features to determine your progress into or with the wind.
• The wave is normally stationary. Unless you are flying into wave at the windspeed you will move in and out of the areas of greatest lift.
• If losing lift and making progress into wind, decrease speed to drift back into the area of greater lift. If already flying slow, circle. Be careful you do not drift downwind of the airfield.
• If losing lift and drifting downwind, increase speed to get back into the area of greater lift. Be careful you do not drift downwind of the airfield.
• Remember that wave is usually aligned with terrain (the line of hills) rather than the wind. If you are tracking at right-angles to the wave, e.g. to stay in lift while crossing country, remember to allow for the wave alignment by making appropriate progress into wind or with the wind.

Circuit Planning

• Maintain a good lookout.
• Remain aware of the airfield position: beware of drift.
• Monitor any weather closing-in that could cut you off from the airfield.
• Always get well upwind of the airfield by 1000 feet.
• Below 1000 feet you should add a 5 knot speed safety margin: e.g. if normal cruising is 45 knots, increase to 50 knots.
• Be aware of local airfield rules for the circuit and runway usage. At Aboyne the default circuit is LEFT unless a crosswind dictates a right-hander. If the wind is a strong southerly there may be bad turbulence at the east end of the hills south of the runway - be prepared to adjust the circuit due to sink - it may be safer to turn early and land on the grass cross-runway.
• If getting a little low, resist the temptation to increase speed to get back to the airfield faster - unless you are in sink.
• Think ahead for likely areas of lift or sink so you are prepared to deal with them. E.g. anticipate more lift on the upwind side of a slope, or sink on the downwind side.
• Be prepared to change the landing direction or area subject to the conditions or other traffic.
• There is no such thing as a standard circuit in real life. Always modify it as appropriate to get to a safe landing.
• Commence the WULFS pre-landing checks. This starts by examining the windsock to identify the correct circuit side and direction (the wind sock effectively "points" to the correct circuit).

Downwind Leg

• Maintain a good lookout.
• Aim to enter the high key area around 700-800 feet. Some instuctors recommend you start a little higher on a windy day, say 900-1000 feet, perhaps a little closer-in, especially if there is likely to be serious turbulence in the circuit. Beware altimeter lag - you will usually be lower than indicated.
• Don’t allow the wind to blow the glider too far downwind when adjusting height near the high key area.
• If you need to lose height near the high key area then keep the airfield in sight by doing S-turns or open full airbrake.
• From now on ignore the altimeter (remember that it lags) and do not rely on fixed objects outside like local buildings: use height/distance/angle to the reference point.
• Prepare for landing by informing the airfield and other aircraft of your intentions by a radio call in the format: "<Airfield><call sign> downwind <Left-hand|Right-hand>", e.g. "Aboyne, Yankee Lima downwind left-hand".
• Select a reference point suitable for the wind speed so that you reduce the chance of an undershoot and can roll to the end of the runway. At Aboyne the reference point is usually a third of the way along the runway in a light wind and half-way along the runway in a strong wind. (be careful if the landing area is small - e.g. a field - you may need a reference point closer to the runway threshold to avoid running into obstructions on the ground run).
• As you near the low key point opposite the landing reference point, increase to a safe approach speed. Determine and set and stick to an exact speed. A rule of thumb for most gliders is 55 knots plus a third of the windspeed if more than 5 knots. There's no need to change this speed if there is a crosswind (in which case it will be a headwind at some point in the latter point of the circuit). From now on monitor the airspeed every two or three seconds – ideally remain within a couple of knots above the selected speed, but don't go below that speed.
• Adjust your position in or out subject to sink or lift or drift, e.g. turn onto the Diagonal Leg earlier if the runway has a strong headwind.
• Use airbrakes to control height if necessary - but beware using airbrakes at all if there is a strong landing headwind.
• As you pass broadside of the runway to the low key point you should be at about 500-600 feet in light winds or perhaps higher/closer-in on a windy day - but do not use the altimeter as it lags. Check your height/distance/angle visually.

Diagonal Leg

• Maintain a good lookout - remember to look outside the circuit in case someone is joining on a long final or from the opposite circuit direction.
• Ignore the altimeter (it lags) and do not rely on fixed objects outside: use height/distance/angle to the reference point.
• Monitor airspeed – keep within a couple of knots above the selected approach speed, but don't go below that speed.
• Use airbrakes to control height if necessary - but beware using airbrakes at all if there is a strong landing headwind.
• Adjust position in or out subject to sink or lift or drift, e.g. turn onto Base Leg earlier if you are in a strong tailwind (i.e. the runway has a strong headwind).
• Perform a well-banked turn onto the Base leg to reduce chance of a stall/spin. (You should be around 400-500 feet in normal winds.)
• Make sure you turn onto the Base Leg in enough time to make a good Base Leg before the Approach.

Base Leg

• Maintain a good lookout - remember to look outside the circuit in case someone is joining on a long final or from the opposite circuit direction.
• Ignore the altimeter (it lags) and do not rely on fixed objects outside: use height/distance/angle to the reference point.
• Monitor airspeed – keep within a couple of knots above the selected approach speed, but don't go below that speed.
• Adjust position in or out subject to sink or lift or drift, adjust heading to crab for any crosswind component. Do not circle this late in the circuit ! If you are far too high, continue past the turn onto approach, then after losing height turn towards the airfield and commence a base leg in the opposite direction.
• Use airbrakes to control height if necessary - beware using airbrakes at all if there is a strong landing headwind.
• If there is a crosswind element you will need to turn onto Approach early or late depending upon the crosswind direction.

Approach

• Maintain a good lookout - remember to look outside the circuit in case someone is joining on a long final or from the opposite circuit direction.
• Perform a well-banked turn onto the approach to reduce chance of a stall/spin. (You should be around 300 feet - or twice the height of tall trees).
• Ignore the altimeter (it lags) and do not rely on fixed objects outside: use height/distance/angle only the reference point.
• Monitor airspeed. Keep it constant at the selected approach speed. Beware of any wind gradient that may cause speed to decay. If your speed changes it will modify the flying angle making it harder to use the reference point.
• Take care not to aim the nose at the reference point.
• Control airspeed with pitch attitude (using the stick) and control rate of descent with the airbrakes.
• Only open the airbrakes when you are sure you would otherwise overshoot. Resist the temptation to open them as a "going in to land" lever.
• Ideally be in a position to use half or two-thirds airbrake to maintain a steady glide path towards the reference point.
• If undershooting, close the airbrakes until you are back at the right angle to redeploy two-thirds airbrake.
• Note that your speed will drop with increased airbrake and speed will rise with reduced airbrake, so adjust the attitude accordingly when adjusting the airbrakes. It is safer to lower the nose slightly when opening airbrakes but not to raise the nose when closing airbrakes unless speed is excessive.
• Correct for any crosswind by. One method is crabbing - head slightly into the wind so that the glider tracks along the extended runway centreline. Alternatively use the 'wing low' method to bank slightly down into wind while preventing a turn with opposite rudder so that the glider slips along the extended runway centreline.
• Line up early on the approach using positive coordinated control movements – remember to use adequate rudder as well as stick.

Round-Out

• Don’t adjust the airbrakes at this critical stage unless it is essential to close them due to excessive sink.
• Start the round out early - around 20 feet - and do it gently.
• Look at the far end of runway to help prevent a balloon.
• If you balloon, hold the stick steady until you start sinking again, then continue the round-out.
• If you balloon badly, close the airbrakes at the top of the balloon to reduce sink and extend the glide (or you may stall) and then continue rounding out as normal.
• You may appear to balloon when landing into a strong wind due to excessive airspeed at the start of the roundout. But although the nose is high, the glider may in fact still be descending due to its momentum and a rapid reduction in airspeed due to the wind gradient. In that case quickly close the airbrakes fast to avoid a heavy landing!
• When ballooning, beware that lowering the nose can cause a dive onto the runway.

Hold-Off

• Try to fly level with the runway at a height of about 3 feet, looking well ahead.
• Slowly ease the stick back to convert speed into height to try and maintain this height.
• You will in fact sink slowly onto the runway as the lift decreases (ideally stalling at zero height!).
• If you are crabbing due to a crosswind, use the rudder to straighten out just before touchdown. You may need to apply a little opposite bank to prevent the upwind wing from lifting. If you land the glider slightly 'sideways' the leading wing may rapidly go down risking a ground-loop. If using the wing low method to adjust for a headwind, remember to remove the applied bank and rudder.

Landing

• Try to land on the main and tail wheels together - i.e. keep the nose a little high.
• As you touch down keep moving the stick gently back (or hold it back) to maximise wing drag and lose more speed (and to reduce any nosewheel/skid impact on such a glider).
• As you touch down, if the glider is a bit fast or it is windy conditions open the airbrakes fully to prevent the glider taking off again
• As you touch down, if the glider is properly stalled and the wind is calm then close the airbrakes to roll the glider to the end of the runway to clear it for any following aircraft.
• Note that some gliders control the wheel brake via the airbrake lever at the rear of its travel.
• Steer with the rudder. Remember to use more rudder as you slow down.
• Keep the wings level with the ailerons (stick). Remember to use more aileron as you slow down.
• If you want to extend the ground roll (e.g. to clear the runway behind you) then close the airbrakes.
• If you need to stop, e.g. due to a swing into a crosswind, hasten your deceleration with full airbrake and wheel-brake.

Afterwards

• If it is windy stay in the glider to weight it down until help arrives. If calm conditions then exit quickly and keep an eye out for other landing aircraft.
• If no-one comes contact the launch point on the radio to ask for help.
• When help arrives move the glider off the runway quickly to clear it for other traffic.
• "Clean-up" the glider for the next pilot - e.g. remove any cushions, weights, logbook, sunglasses, maps etc.
• Switch off the radio and other electrics so that the battery is not run-down for subsequent flights.
• Help return the glider to the launch site for the next person (or park it well clear of the runway/taxiway).
• If parking the glider align it so that the wings are parallel to the wind (i.e. the fuselage is at right angles to the wind).
• If a low wing loading glider (shorter fatter wings like most wooden or training fibreglass gliders) then the upwind wing should be weighted down with up to four tyres depending on the windspeed. A tyre can be jammed on its edge under the tail of nose-wheel/skid gliders, or behind the main wheel, if there is any risk of the glider being rotated along.
• If a high wing loading glider (longer thinner wings like most fibreglass gliders) then put the downwind wing down and do not put tyres on the wing.
• Make sure the canopy is closed & locked.
• Help put the glider away if it is the last flight of the day (wash & wipe if neccessary).
• If a training flight ask the instructor to add comments and sign your log book and update your training syllabus card if appropriate.
• Note your details from the flying log at the launch point to complete your log book and for the payment paperwork.
• Pay up !