Introduction to

Glider Flight
Afghan Puteh

Part 4
LIST OF CONTAINS
PREPARATION TO 1st FLIGHT

THE GLIDER

GLIDING SITE

Schweizer SGU 2-22 WEATHER REPORT

Wing Span = 43 ft - 13,1 m GLIDER GROUND INSPECTION

Wing Area = 210 ft2 - 19,51 m2 GLIDER GROUND HANDLING

Aspect Ratio = 8,81 GLIDER PRE-FLIGHT

Best L/D = 17:1 at 47 mph - 75,6 kph GLIDER TAKE OFF / LAUNCH

STRAIGHT & LEVEL

Minimum Sink = 3,5 ft/s at 37 mph - 58 kph
TURN & BANK EXCERCISE

STALL EXCERCISE

LANDING CIRCUIT
 PREPARATION TO 1st FLIGHT
INSTRUCTOR INSTRUCTION
Your introductory flight is one you will always
remember, here you will experience what it’s like to fly
in a glider.
Your instructor will show you how to get into the glider
for your first flight. The front seat is normally yours,
with the instructor in the back. It is important that you
are sitting comfortably, with an unobstructed view all
around. If necessary, you can use seat cushions made
out of sturdy safety foam to improve how you are
sitting. Whether you are using cushions or not, you
must be able to reach and operate all flight controls and
adjust the flight instruments. Use your right hand to
hold the control stick. Left-handed pilots also need to
learn to fly the glider using their right hand (it never
causes them any problem); the left hand is needed for
other cockpit tasks. Verify that your rudder pedals are
adjusted to the length of your legs. When making a full
input with the rudder, your knees should remain slightly
bent. If your leg is stretched, your knee may lock into
place and accidently block the rudder.
WEIGHT & BALANCE FREE FLIGHT
A glider has just one wing, so the overall weight of crew Once free from the launch, things calm down. It’s
and aircraft must balance close to that. There will be a magnificent! The instructor will tell you what’s
placard in the cockpit with guidance. Do not take happening: settle down, enjoy the view, get to know the
offence when you are asked your weight. Ballast feeling, ask questions and, above all else, look out for
weights are normally available for light pilots. You will other aircraft.
see your pilot carefully check if they are needed and, if LANDING
so, securely fastened.
The landing itself should be smooth, but running across
the ground as you come to a halt can be surprisingly
rough, particularly on grass.
All student pilot need to have basic knowledge of:
2 1 1. The Glider
CG Limit 2. The Gliding Site
Ballast 3. The Weather
AEROTOW 4. The Glider Ground Inspection
A glider has just one wing, so the overall weight of crew 5. The Glider Ground Handling
Preparations and checks will receive the same degree
6. The Glider Pre-Flight Check
of care that is applied to winching, but the launch itself 7. The Aerotow / Launch
is more leisurely. The acceleration is gentle and it takes
8. The Maneuvers & Exercise
more time to get to height.
 THE GLIDER
SCHWEIZER SGS 2-22
Aileron
Span 43 ft 13.106 m
Length 312 ins 7.925 m
Spoiler
Wing Area 210 ft2 19.51 m2
Rudder
Aspect Ratio 8.81
Cockpit
Airfoil NACA 43012A
Elevator
Empty Weight 450 lb 204.1 kg Pitot
Pilots 380 lb 172.3 kg
Flying Weight 830 lb 376.4 kg
Spoiler
Wing Loading 20.9 kg/m2 Aerotow
Hook
Estimated Best L/D 17:1 at 47 mph 75.6 km/h Main Gear
Minimum Rate of Sink 3.5 ft/sec at 37 1.07 m/sec at 58
mph km/h Aileron
Maximum Speed 89 mph 143 kph
Stall Speed 30 mph 48 kph
Aerotow Max Speed 89 mph 143 kph
Winch Max Speed 66 mph 106 kph
 THE GLIDING SITE
AERODROME INFORMATION
All information about the Aerodrome / Airport
which will be used for glider flight
 WEATHER REPORT
AVIATION WEATHER
METAR: is a format for reporting weather
information. A METAR weather report is
predominantly used by aircraft pilots, and by
meteorologists, who use aggregated METAR
information to assist in weather forecasting.
A METAR report includes wind direction and
speed, temperature, barometric pressure,
and cloud cover.

TAF: Terminal Aerodrome Forecast, a TAF

report provides the same weather
information as a METAR, plus information
relating to whether rapid, gradual or
temporary change is expected in some of the
meteorological conditions.
 GLIDER GROUND INSPECTION
WALK AROUND CHECK FINISH START
(1-8)
Walk
1.
around check or Ground Inspection is
Begin by assessing the overall condition of the fiberglass of fabric
Check Left Wing Strut Check Right Wing Strut & Main Wheel (9)
conducting
2. walk
Be alert for sign around
of damage the glider
or excessive wear and check Check Wing Tip (12) Check Leading Edge (10-11) Check Leading Edge (10) Check Wing Tip (12)
3. Check static and pitot probe to ensure free from obstruction
visually
4. forthe canopy
Ensure that all iscondition ofdamage
clean and free from the glider
5. Verify the interior wing and control connection are safe and secure
fuselage,
6.
wings, and tail. Its also check all
Ensure that seat harness are free from excessive wear
control
7. Bucklesurfaces
and tighten any harness that will not be used to prevent it
from interfering control
8. Test the tow hook to ensure it is operating correctly
9. Check the main gear for sign of damage
10. Inspect top, bottom, and leading edge of wings, ensuring they are
Aileron
free from excess dirt, bugs, and damage Check Aileron (13) Check Trailing Edge Check Trailing Edge Check Aileron (13)
11. Inspect spoilers/dive brakes from mechanical damage, they should
Spoiler
Rudder be clear of obstructions
12. Inspect the wingtips and wingtips skid and wheels for general Cockpit Check Left Tail (14) Check Right Tail (14)
Elevatorcondition Pitot
13. inspect ailerons for freedom of movement, the condition of hinges
and connections, and the condition of the gap seal Check Fin
14. Check theSpoiler
general condition of tail Aerotow
15. Check top, bottom, and leading edge of fin and stabilizer for bugs,
Main Gear Hook Check Right Stabilizer (15)
dirt, and damage Check Left Stabilizer (15)
16. Aileron
Check elevator for condition of connections, freedom of movement,
and condition of gap seal
17. Check rudder freedom of movement and condition of connections
Check Elevator & Rudder (16-17)
 GROUND HANDLING
GROUND HANDLING Push at Nose &
Control Turn
Moving a glider on the ground requires
special handling procedures, especially Push at Leading Edge or Push at Leading Edge or
Wing tip Wing Strut Wing Strut
during high winds. Normally, gliders are leveler
pushed or pulled by hand or towed with a
vehicle. When moving a glider, ensure that all
appropriate personnel have been briefed on
procedures and signals. NO PUSH NO PUSH
When using a vehicle to tow a glider, use a
towline that is more than half the wingspan
of the glider.
Tail Control

NO PUSH
 GLIDER PRE-FLIGHT
PRE-FLIGHT CHECK PHASE 1 - CHECKLIST PHASE 2 - CHECKLIST
Adjustments to the pilot or passenger seats, CB SWIFT CBE ABCCCDD
as well as adjustable controls, such as
rudder pedals, should be made prior to Controls Altimeter – zero
buckling the seat belt and shoulder harness. Ballast Belt – Harness Secured
It is appropriate to do a positive control
check with the help of one crewmember.
Straps
While the pilot moves the control stick, the Wind Controls – Full & Free
crewmember alternately holds each aileron Instruments Canopy – Closed & Locked
and the elevator to provide resistance. This
also applies to the spoilers and aps, and Flaps Cable – Connect & Checked
ensures the control connections are correct Trim
and secure. If the stick moves freely while
Canopy Dive Brake – Close & Locked
the control surfaces are being restricted, the
connections are not secure, and the glider is Brakes Direction of wind
not airworthy. Emergency plan
 GLIDER TAKEOFF / LAUNCH
AEROTOW PROCEDURES PRE-LAUNCH
Takeoff procedures for gliders require close Aerotow prelaunch
coordination between launch crewmembers, wing signals facilitate
runners, and pilots. Both the glider pilot and tow pilot communication
must be familiar with the appropriate tow procedures. between pilots and
The assisted takeoff includes a wing runner that holds launch crew wing
the wing in a level position. An unassisted takeoff does runners preparing
not include a wing runner or other ground crew. It is for the launch.
recommended that all takeoffs include a ground
crewmember for traffic scanning and general
assistance during the takeoff. IN-FLIGHT
Signals allow the
Never connect a glider to a towplane or towline tow pilot and the
unless the pilot is aboard and ready for flight. glider pilot to
communicate. The
SIGNALS signals are divided
into two types: tow
Launching a nonpowered glider requires the use of pilot to the glider
visual signals for communication and coordination pilot and from the
between the glider, towing aircraft, and the ground crew. glider pilot to the
Ground launching signals consist of prelaunch signals tow pilot.
and in-flight signals.
 STRAIGHT & LEVEL
STRAIGHT & LEVEL Common errors during straight glides include:
To perform a straight glide, the glider pilot must hold a
constant heading and airspeed. The heading reference
1. Rough or erratic pitch attitude and airspeed control.
should be some prominent point in front of the glider on
the ground. The pilot also notes that, during a straight 2. Rough, uncoordinated, or inappropriate control applications.
glide, each wingtip should be an equal distance above 3. Improper use of controls when using spoilers, dive brakes, and/or flaps.
the ground. With the wings level, the pitch attitude is 4. Prolonged uncoordinated flight—yaw or ball not centered.
established with reference to a point on or below the
horizon to establish a specified airspeed. Any change in
Head into
pitch attitude results in a change in airspeed. There is a
pitch attitude reference for best glide speed, another for the wind
the minimum sink speed, and another for slow flight. Speed to fly
The pitch attitude is adjusted with the elevator to hold
the specific airspeed. The glider elevator trim control
allows the pilot to trim the glider to hold a constant pitch
attitude and, therefore, a constant airspeed. Straight
glides should be coordinated as indicated by a centered
yaw string or slip-skid ball.
The glider pilot should also stay alert to airflow noise
changes. At a constant airspeed in coordinated flight,
wind noise should be constant.
 TURN & BANK
TURN & BANK Factor need to be considered when making a turn
The performance of turns involves coordination of all 1. Look into your turn than around before a turn, to
three flight controls: ailerons, rudder, and elevator. For
check if there is any other glider in the path
purposes of this discussion, turns are divided into the
following three classes: 2. Wind direction will affected the turn radius

1. Shallow turns are those in which the bank (less

than approximately 20°) is so shallow that the
inherent lateral stability of the glider levels the
wings unless some aileron is applied to maintain
the bank.
2. Medium turns are those resulting from a degree of
bank (approximately 20° to 45°) at which lateral
stability is overcome by the overbanking tendency,
resulting in no control inputs (other than elevator)
being required to maintain the angle.
3. Steep turns are those resulting from a degree of
bank (45° or more) at which the overbanking
tendency of a glider overcomes stability, and the
bank increases unless aileron is applied to prevent
it.
 STALL EXCERCISE
STALL RECOGNITION
All pilots must be proficient in stall recognition and
recovery. A stall can occur at any airspeed and at any
attitude. A stall occurs when the smooth air flow over Stall
the glider’s wing is disrupted and the wings stop Buffet Nose Drop
producing enough lift. This occurs when the wing
exceeds its critical AOA.
The following cues may be useful in recognizing the
approaching stall. Head into
Pickup Airspeed
1. Vision: Useful in detecting a stall condition by the wind
noting the attitude of the glider versus the horizon.
2. Hearing: Helpful in sensing a stall condition. In the Normal
case of a glider, a change in sound due to loss of
airspeed is particularly noticeable. The lessening
of the noise made by the air owing along the STALL RECOVERY
glider structure as airspeed decreases is quite
noticeable A moderate movement of the elevator control - slightly
3. Feeling: As speed is reduced, the resistance to forward of neutral is enough, keep the wing level and
pressure on the controls becomes progressively let the glider pickup the air speed – slightly pull back
less. Wing (airframe) buffeting as stalling begins.
to regain the normal airspeed and level flight
 LANDING CIRCUIT
AIRPORT TRAFFIC PATTERNS AND OPERATIONS NORMAL TRAFFIC PATTERN FINAL APPROACH AND TOUCHDOWN
The pilot must be familiar with the approach and landing Normal traffic pattern is: 1. Shortened Base Leg and Final Approach on
traffic pattern to an airport because the approach Head Wind Landing
1. Downwind Leg
actually starts some distance away. 2. Extended Base Leg and Final Approach on
2. Base Leg
Glider pilots should plan to make any radio calls early in 3. Final Approach Downwind Landing
the pattern, so the pilot can concentrate and on the
landing task without being distracted. Glider pilots
should be aware of other activities located at the airport,
and it is important that they are familiar with good
operating practices.
Pilots should complete the landing checklist prior to the
downwind leg.
1. Speed: Normal approach speed established (as
recommended by the Flight Manual)
2. Air Brakes (spoilers/dive brakes): checked for
correct operation
3. Landing area: look for wind, other aircraft, and
personnel
Than Land the Glider
TERIMA KASIH