Introduction to

Glider Flight
Afghan Puteh

Part 3
LIST OF CONTAINS
SGU 2-22 LAYOUT

FLIGHT INSTRUMENTS - SGU 2-22

PITOT & STATIC SYSTEM

AIRSPEED
Schweizer SGU 2-22
ALTIMETER

Wing Span = 43 ft - 13,1 m VARIOMETER

TURN COORDINATOR & YAW STRING

Wing Area = 210 ft2 - 19,51 m2
MAGNETIC COMPASS
Aspect Ratio = 8,81 GLIDER CONTROL SURFACES

Best L/D = 17:1 at 47 mph - 75,6 kph AILERON

ELEVATOR
Minimum Sink = 3,5 ft/s at 37 mph - 58 kph
RUDDER

SPOILERS & DIVE BRAKES

TOWHOOK DEVICE

PLACARD & OPERATION MANUAL

SGU 2-22 LAYOUT

Canopy Dive Brake / Wheel Brake Control

Latch
Release Knob
Rear Instruments
Control Placard

Pitot
Static
Release
Dive Brake
Door
Latch

Pedals
Wing Strut Step Pedal Adjustment
Attach Fitting
Control Stick
Tow Hook Trim Control
Aa/C S/N 200-499

SCHWEIZER
SGU 2-22E SGU 2-22 COCKPIT (INSTRUMENT & CONTROL)
 FLIGHT INSTRUMENT – SGU 2-22
FLIGHT INSTRUMENT (COCKPIT) ALTIMETER AIRSPEED TURN COORDINATOR VARIOMETER
Shows height of the Shows how fast is Turn & Bank (Ball): Shows how fast
Flight instruments in the glider cockpit Glider above Ground the Relative Wind Shows Turn & Bank glider travel
provide information regarding the glider's or See Level Speed Coordination vertically
performances

5 Major Flight Instrument:

1. Airspeed Indicator (ASI)
2. Vertical Speed Indicator (VSI)
3. Attitude Indicator (AI)
4. Heading Indicator (HI) AIR
5. Turn Coordinator (TC) VENT PLACARD
PLACARD
RELEASE
Supporting to those flight instruments are
AIR VENT MAGNETIC COMPASS RELEASE KNOB PLACARD
Pitot & Static System which are gathering
Fresh air from Compass which is To Actuated Release Shows the glider
dynamic and static data from outside the
outside of the glider based on Earth Rope Mechanism performance such
glider to be indicated at the instrument
Magnetic as Stall Speed, L/D
 PITOT & STATIC SYSTEM
PITOT & STATIC TUBE
Impact air pressure due to forward motion
(flight) captured in the pitot tube transferred PITOT TUBE

to instruments by way of air pressure lines or

tubing. STATIC TUBE

Static or free air pressure sensed at static air

ports designed to be free of motion induced
pressure variations. This reference pressure
PITOT TUBE (DYNAMIC PRESSURE) STATIC TUBE (STATIC PRESSURE)
is necessary because the free pressure of
PITOT TUBE READING STATIC TUBE READING
the atmosphere decreases as altitude PRESSURE STABILIZED
INSTRUMENT INSTRUMENT
increases and changes due to the current
weather (barometric) pressure variations.
This static or free air pressure is transferred
to instruments by way of the static pressure
lines or tubing.
 AIRSPEED INDICATOR (IAS)
AIRSPEED INDICATOR MECHANIC AIRSPEED INDICATOR
The airspeed indicator displays the indicated
When a glider is in flight, the air flow into the open end
airspeed (IAS) of the glider through the air.
of the pitot tube. Increasing the airspeed of the glider
Some airspeed indicator dials provide color-
causes the force exerted by the oncoming air to rise the
coded arcs that depict permissible airspeed
pressure in the diaphragm. Increasing the airspeed of
ranges for different phases of flight. The
the glider causes the force exerted by the oncoming air
upper (top) and lower (bottom) limits of the
to push its way into the diaphragm and the pressure
arcs correspond to airspeed limitations for
within the diaphragm increases. The pressure inside the
specific gliders conjurations which are
diaphragm to oncoming air flow increases as airspeed
discussed later in this chapter. These speed
increases.
limitations are set by the manufacturer.
 ALTIMETER
ALTIMETER MECHANIC
The altimeter measures the static air pressure of the
surrounding air mass. The altimeters static pressure
inlet from the static port and set to the proper local
pressure.
The altimeter needles and dial can set to heights Above
mean sea level (ASL) or to height Above Ground Level
(AGL) for local flight, in any cases glider pilots must be
fully aware of the ground terrain elevations on the flight
path or area in order to make flight decisions
concerning soaring or landing options.
ATMOSPHERIC PRESSURE AND ALTITUDE
Atmospheric pressure is caused by the weight of the
column of air above a given location. At sea level, the
overlying column of air exerts a force equivalent to 14.7
pounds per square inch, 1013.2 mb, or 29.92 inches of
mercury. The higher the altitude is, the shorter the
overlying column of air is and the lower the weight of
that column is. Therefore, atmospheric pressure
decreases with altitude.
 VARIOMETER
VARIOMETER MECHANIC

Variometer instruments measure the vertical ascent or VARIOMETER

descent of the local air mass and glider combined and VARIOMETER
displays that information as speed. The principles of
MAC CREADY RING
operation are similar to the altimeter. The variometer is
viewed as a critical part of the glider’s instrument
display, giving the pilot information on performance of
the glider while flying through the atmosphere.
The variometer depends upon the pressure lapse rate in
the atmosphere to derive information about rate of climb
or rate of descent. A non-electric variometer uses a
separate insulated tank (thermos or capacity flask) as a
reference chamber. The tubing is plumbed from the
reference chamber through the variometer instrument
to an outside static port.
A variometer with tubing is connected to an outside
static port is uncompensated. The internal hairspring
mechanism determines sensitivity of the variometer. The
variometer has a very rapid response due to the small
mass and lightweight construction of the moving parts.
 TURN COORDINATION
INCLINOMETER
The inclinometer is influenced by centrifugal force and
gravity. Mounted in the bottom of a turn-and-bank
indicator or mounted separately in the instrument panel,
the inclinometer consists of a metal ball in an oil-filled,
curved glass tube. When the glider is flying in
coordinated fashion, the ball remains centered at the
bottom of the glass tube. The ball moves to the inside of
the turn to indicate a slip and to the outside of the turn to
indicate a skid. Remember the phrase, “kick the ball” in
reference to the inclinometer; it helps coordinate the
turn using rudder inputs.
YAW STRING
The yaw string indicates whether the pilot is using the
rudder and aileron inputs together in a coordinated
fashion. When the controls are properly coordinated, the
yarn points straight back, aligned with the longitudinal
axis of the glider. During a slipping turn, the tail of the
yaw string is offset toward the outside of the turn. the
rule to remember is simple: step on the head of the yaw
string.
 MAGNETIC COMPASS
MAGNETIC COMPASS Magnetic dip error—This error is caused by the compass magnets pointing downward as they align with the earth’s
The magnetic compass is the most basic of all magnetic field. This downward pointing is caused by the vertical component of the field, and is greatest near the
instruments installed in glider and is required. The magnetic poles.
function and purpose of a magnetic compass is to
indicate the magnetic direction of the glider path.
Most gliders are not considered powered aircraft as
referenced in Title 14 of the Code of Federal Regulations
(14 CFR) part 91, section 91.205, and are only subject to
regulations specifying “civil aircraft.”
VARIATION & DEVIATION
Variation—This is the error caused by the compass
pointing toward the magnetic north pole, while the
aeronautical charts are oriented to the geographic north
pole. Variation is not affected by changes in heading, but
it does change with the location on the earth’s surface.
Aeronautical charts show the amount of variation
correction to be applied.
Deviation—This is the error caused by local magnetic
fields produced by certain metals and the electrical
systems within the aircraft. Deviation error is corrected
for by “swinging” the compass.
 GLIDER CONTROL SURFACES
CONTROL SURFACES
Gliders use the same control surfaces (movable sections
of the wing and tail) that are found on conventional
planes to control the direction of flight.
The ailerons and elevator are controlled using a single
control stick between the pilot's legs.
The rudder, as in conventional aircraft, is controlled
using foot pedals.

RELEASE INSTRUMENT

RUDER PEDAL

SPIOLER CONTROL COLUMN CANOPY LOCK

 AILERON
AILERON
These are parts of the wings and are connected as
shown below. They are moved up and down by moving
the control column (stick) from side to side, and are
linked together so that one aileron moves down when
the other moves up:
The ailerons control move around the longitudinal axis,
known as roll. The ailerons are attached to the outboard
trailing edge of each wing and move in opposite
directions.
PRIMARY EFFECT
Movement of the stick to the left raises the left aileron and depresses the right aileron. Thus, the left aileron presents
a reduced angle of attack to the airflow, and therefore gives less lift; the right aileron, having been lowered, presents
an increased angle of attack and hence gives more lift.
The result is that the aircraft rolls or 'banks' to the left around a line drawn through the fuselage from nose to tail (the
longitudinal axis). This is called a movement in the "rolling plane", i.e., banking. If you hold the stick to the left you
will continue to roll (or bank).
The aileron which is depressed obtains more lift due to its increased angle of attack, but this involves more drag. This
extra drag tends to turn the aircraft in the yawing plane in the opposite direction to that in which the bank is applied
i.e. if the stick is moved to the left the aircraft yaws to the right. This effect is known as "aileron drag".
 ELEVATOR
ELEVATOR PRIMARY EFFECT
This forms part of the tailplane, being hinged to it. It is This pitching movement in flight alters the angle of attack of the wings to the airflow and the balance of forces is
raised or lowered by a backward and forward upset, causing the flight path to change.
movement of the stick. When the stick is moved
backwards, the elevator rises and the airflow past them
applies a downward force to it. This results in the tail of
the aircraft falling in relation to the nose, or as it is
usually thought of and seen by the pilot, in the nose
rising in relation to the tail. Similarly, when the stick is
moved forward the elevator is depressed and the nose
goes down. The elevator thus causes a movement in the
"pitching plane", the aircraft pivoting about a lateral axis
through its center of gravity.
The elevator has no
secondary effects; the
elevator pitches the
glider. Of course, if the
pitch is changed and the
wing’s angle of attack
reaches the stalling
angle, the glider will stall.
 RUDDER
RUDDER
This is hinged to the trailing edge of the fin. It can move
to the right or the left, and is controlled by the rudder
pedals:
A pilot will use both aileron and rudder together to turn a
glider during flight, with the ailerons imparting roll and
the rudder imparting yaw. While the rudder alone would
cause the aircraft to turn, it is much more efficient if
ailerons are used in conjunction. Using the rudder at low
speeds could cause the aircraft to spin unexpectedly
PRIMARY EFFECT
When the rudder pedal is pushed forward by the right foot, the rudder moves out to the right-hand side, and is
reacted on by the airflow. As a result, the tail of the aircraft moves round to the left, the aircraft pivoting on the center
of gravity; the nose moves to the right. When the rudder pedal is pushed to the left the reverse happens, the nose
moves to left. These movements are in the "yawing plane". The rudder is normally regarded as a secondary control; it
is used to assist the ailerons to perform a correct turn.
The rudder also has a secondary effect. When an aircraft is yawed by using rudder, the outer wing moves faster than
the inner wing. The greater speed of the airflow past the outer wing gives it more lift, so that it rises, causing a
movement in the rolling plane. When the rudder is applied by itself, the outward skid also contributes to this effect,
owing to the lateral stability of the aircraft.
WIND
 SPOILER / DIVE BRAKE
SPOILERS / DIVE BRAKES PRIMARY EFFECT
Spoilers are panels mounted on the upper surface of the Spoilers reduce lift over the wing of an aircraft while the Dive Brakes helps to reduce the glider speed by increasing
wing that, when extended, both increase drag and drag. In most large aircraft, the function of both the spoiler and the speed brake is combined by wing mounted
decrease lift by disrupting the airflow over the wing. panels that can be extended into the air flow. When extended they can both reduce the aircraft speed and also reduce
Spoilers extend from the upper surface of the wing, the lift over the wings.
interrupting or spoiling the air flow over the wings. This
action causes the glider to descend more rapidly. Dive On ground and when landing, these surfaces dump lift over the wings increasing the loading on the wheels which in
brakes extend from both the upper and lower surfaces turn increases the wheel brake efficiency. They also help to reduce bounce severity on landing.
of the wing and help to increase drag.
Spoilers and dive brakes are secondary flight control
surfaces that can be deployed manually by the pilot or,
under certain circumstances

SPOILER CLOSED

SPOILER OPEN
 TOWHOOK DEVICE
TOWHOOK DEVICE TOWHOOK DESIGN & STANDARD
Gliders have to be towed or catapulted off the ground. The towhook is designed for quick release when the pilot exerts a pulling force on the release handle. As a safety
For this a hook and a release are needed on the glider. feature (on most of the bellyhooks (CG hook)), if back pressure occurs from either getting out of position during the
tow or overrunning the towrope, the release automatically opens. Part of the glider pilot’s pre ight is ensuring that the
The glider may have a towhook located on or under the towhook releases properly with applied forward and back pressure.
nose and/or under the center of gravity (CG), near the
main landing gear. The forward towhook is used for
aerotow. The CG hook is used for ground launch. A glider
with only a CG hook may be approved for aerotow in
accordance with the Glider Flight Manual/Pilot’s
Operating Handbook.
 PLACARD & OPERATION MANUAL
PLACARD SGU 2-22 OPERATION MANUAL SGU 2-22
Placard is a piece of metal card embedded at the Operation Manual is the Book explaining about the
instrument panel of glider SGU 2-22 which contain vital specific glider SGU 2-22 Flight, Erection, and
information about minimum weight of pilot (lbs.) solo Maintenance Manual, its also contain the glider polar
and dual, Minimum sink speed MPH, L/D Speed MPH, and all of the performances
Stalling Speed MPH, Velocity Never Exceeded VNE MPH,
Maximum spoiler speed MPH, what is allowed and what
is not allowed in operation of the glider, and other glider
specific information to maximize the glider
performances

PLACARD
TERIMA KASIH