1.
Schedule your check ride at your EARLIEST CONVENIENCE. Contact Polly
Ridgway, the Flight Test Examiner, here at Sky Sailing. Please schedule directly
with Polly after approval from your instructor.
2.
Contact Polly the day before your check ride for your Cross Country
assignment (if required)
3.
Get a Soaring Weather Briefing on the morning of your Flight Test. You
should call FSS or National Weather Service 1-800-WX BRIEF. Ask for a Soaring
Briefing and standard briefing for your cross-country. You should use the
Internet and get appropriate charts & weather maps. Prepare a Stability
Chart for the day.
This is the first flight
you wil1 have where YOU are carrying a passenger,
(the examiner), and are acting as pilot-in-command (you will log it as
PIC). Good judgment is even more
important to the examiner than the mechanics of your flying. If the winds are
stronger than you want, then fly another day. You are already under enough
stress; your flight will show this, pick a better day. You might have to do the
oral portion one day the flight on another.
WHAT TO BRING
q
Current
Los Angeles Sectional Chart
q
Weather
Briefing (NWS, FSS, & Stability Chart)
q
Current
Student Certificate with X-C signed off or Pilots License.
q
Logbook
With CFI Recommendation
q
Written
Test Results (Unless this is an Add-On
rating of the same grade)
q
Completed
Application Form 8710, with CFIG sign-off
q
2-33
or Appropriate Manual
q
Check
or cash for flight test fee
q
Calculator
and plotter
q
Scratch
paper
q
Pen
and pencil
q
Verify
Aeronautical Experience
HOMEWORK
o
Computation of a Weight &
Balance Problem from log & Placards.
o
Complete Weather Briefing NWS,
FSS, Internet
o
Prepare Pseudo-adiabatic Chart
o
Determine: Trigger Temp, Thermal
Index, and Max thermal height
o
Draw a profile of a WAVE and
Ridge Lift
o
Complete Cross Country Problem
o
Prepare Emergency Procedures
o
Prepare a list of Equipment you
would need for a Cross Country
- Private Pilot Certificate,
Privileges & Limitations
- Biennial Flight Review
- Required Documents in Glider
(ARROW)
- Currency Requirements for
carrying passengers
- 100 hour and Annual inspections
for aircraft
- Maintenance as a Private Pilot
- Preventive Maintenance
- Medical Statement
- Personal pilot logbook or
flight record
- FCC Station license and
operator's permit
- See SSWS Handout: FAR's FOR
GLIDER PILOTS
AERODYNAMICS
- Straight glides, 3 forces on
glider
- Turning flight, resolution of
forces
- 5 Undesired Side Effects of a
turn
- Relation of Undesired Turning
Effects to Airspeed
- Slip vs Skid, purpose of rudder
- Spin vs Spiral Dive
- Effects of Water Ballast
- Interpreting performance curves
& limitations
- Speed-to-fly
- Effects of flaps, both positive
& negative
- Compute Weight and Balance.
Explanations of: Over Gross? Aft CG?
Forward CG? Movement of
Center of Pressure vs CG
- Relation of CG to stability and
performance
APPROACHES
- Cross wind takeoffs, 3 phases
- Cross wind landings and pattern
- Downwind landings
- Off-field landings. Field
selection and pattern
- Landing into very strong winds
/ x-winds
- Ground Handling in medium &
strong winds
LOCAL PROCEDURES
- Noise abatement rules
- Class B, Mode C Vail, minimum
equipment and ground references
- Tow signals (International and
Local)
- Ground handling (normal and
strong winds)
- Runway length /elevation /winds /density altitude
/glider
SYSTEMS & EQUIPMENT
- Flight manual, equipment list
- 3 Types of Oxygen Systems and
Limitations, PRICE checklist, Airspeed
Indicator IAS, TAS, Density Altitude, Colors,
Connections, lag, INOP
- Altimeter, effect of
temperature/pressure variations. Lag,
Connections, INOP., Indicated, True, Absolute, Pressure, and
Density Altitudes
- Variometers: Mechanical,
Electrical, Total energy and Netto Compensation.
Connections, and Lag
- Magnetic compass: Variation,
Deviation, Turning Errors. ANDS
- Gyroscopic instruments
- Electrical system
- Landing gear
- Avionics
- Yaw string
- Inclinometer
- Glider Assembly &
Disassembly
- Parachutes: Landing, Repacking,
Care, Requirements
- Equipment essential for: High
altitude, long distances, varying terrain,
and in changing climatic conditions.
WEATHER AND LIFT
- Reports & Forecasts (winds
aloft, area & terminal)
- Weather charts (surface
analysis, weather depiction, radar summary,
significant weather prognostics, winds and temperatures aloft,
stability and freezing charts)
- Pilot weather reports
- SIGMET's and AIRMET's
- Notices to Airmen
- Wind-shear reports
- Pressure and Temperature lapse
rates
- Atmospheric instability
- Prepare a pseudo-adiabatic
chart
- Stability
- Thermal production
- Cloud formation and
identification
- Frontal Weather (warm front vs
cold front characteristics)
- Thunderstorms (formation &
hazards)
- Advantages and Cautions of
Mountain Soaring
- From weather briefing predict
the possibility of ridge, thermal &
wave at Warner Springs Airport
- Ridge, Thermal and Wave Flying
Techniques. Including knowledge of
ridge rules and draw an accurate profile of Ridge & Wave.
- Risks associated with each type
of lift
- Dolphin flying, 270°
correction, thermal centering, 8's on ridge,
holding position in wave - Go - No Go
decision
- Pilotage (true course, magnetic
course, distance, course line,
prominent checkpoints)
- Current charts: Class B,
Sectional, WAC
- Route of Flight for likely lift
- Alternate airports & available
landing areas
- Go, No-Go circles (to assure
airport landing) with minimum return
altitudes clearly marked [5 & 10 mi circles]
- Flight profile on graph paper.
Effects of Wind
- List of Equipment
- Assembly and Disassembly
- Water Ballast
- Crossing Ridges
- McCready Speed Ring
AIRSPACE
- Class A
High Altitude area (wave window)
- Class B
Minimum equipment, pilot license requirements, verbal
contact
- Class C
Minimum equipment, pilot license requirements, verbal
contact
- Class D
Minimum equipment. Air Traffic Control, verbal contact
- Class E
VFR minimums, cloud clearance
- Class F
Not used in the United States
- Class G
VFR minimums, cloud clearance
- TRSA: Minimum equipment and
requirements
- Special Use Airspace: MOA,
Restricted, Prohibited, Warning, Alert,
MTR's
- Details on Aeronautical Charts
(Airport information. Airport
classification, landmarks, obstructions, radio aids, misc.)
PHYSIOLOGICAL
- Hypoxia - Hyperventilation
- Middle ear and sinus problems
- Spatial disorientation
- Motion sickness - Dehydration
- Carbon monoxide poisoning -
Smoking
- Over the counter drugs - Drugs
/ Alcohol
- Exhaustion
- Scuba Diving
- Personal GO/NO GO decision
- Personal attitude
- Normal or Crosswind Take off
- Maintain Tow Positions
- Box the Wake, and up/down
through prop wash
- Recovery from slack line -
Determining winds aloft
- Tow to a goal (Altitude over
point)
- Abnormal Aerotow Occurrences
(rock off at any altitude)
-
Imminent stall straight and in turns to the left and right (perhaps
with spoilers and remain in the turn after recovery)
- Calibrate your ASI
- Clearing turns followed by full
stall straight, turning stalls left
& right
- Maneuvering at Minimum
Controllable Airspeed straight, turns 90°
left & right
- Hold constant speed and cycle
spoilers (open & closed)
- Turns to headings
- Minimum Sink Airspeed
- Speed to Fly
- Steep 720 degree turns (45°
bank) left & right
- Traffic Pattern
- Normal or Crosswind Landing
- Slip on Final Approach
- Land beyond a predetermined
spot and stop with the nose within but
not beyond 200 feet of a mark.
- Steep Spirals
- Steep 720°
turns (60°
bank) left & right
- Recovery from unusual attitudes
- Best Glide Airspeed
- Simulated Off Airport Landing
- Downwind Landing
- Land beyond a predetermined
spot and stop with the nose within but
not beyond 100 feet of a mark
1) The examiner must
test your ability to deal
with an aerotow
emergency. Normally, you
will simulate a rope break at low
altitude, but if conditions do not allow this (heavy traffic, strong wind, etc.)
watch for the tug to give you an
emergency rock off signal at any altitude.
2) You may be asked to recover your imminent turning stalls as you would
when thermaling, to a turn. Keep
the bank constant and coordinated as you approach the buffet.
3) Slow flight or MCA, should be slow enough that 20° of bank will cause
a buffet. However, at MCA you need to slightly increase your airspeed in a turn
and return it when level. One
technique is to allow the wing to touch the horizon and no more - Remember
overbanking tendency is stronger in slow flight.
WHY??
4) Most applicants have difficulty with full turning stalls. The 2-33
lacks enough elevator authority to give a crisp break from a turning stall if
the bank is greater than 15 ° and the glider is being flown dual (forward
e.g.). You must not allow the
bank to steepen as the glider is being slowed to a stall. Remember, overbanking tendency intensifies as the speed
decreases because the relative speed difference between the wings increases as
the turning radius decreases. Increasing
opposite aileron is necessary to hold bank constant!
5) For Steep turns, begin at proper entry speed with glider trimmed.
Roll smoothly to 45°
or 60°
bank and hold pitch. Then,
remember AIRSPEED IS BEST CONTROLLED WITH BANK.
If you’re a little fast take off a few degrees of bank and vice versa.
What is the proper entry speed? To
simulate thermaling, we will fly at minimum sink speed.
Recall that minimum sink increases 40% in a 60°
bank turn just as stalling speed does. Level
flight minimum sink is 42 and 42 + 40% (42) = 60 approximately.
Use 60 MPH for your steep 60°
bank turns, 50 mph for 45° bank. You must adjust ALL speeds
for the instrument error.
6) One final note, plan a normal pattern; even though a slip is required
on final. A gentle (non-altitude
intensive) slip is fine. If you
plan high, you will probably be very high.
7) The hardest part of the flight and oral test
(Practical Flight Test Standards) is not letting your nervousness win
out. You feel like you are under intense pressure, but you must RELAX and learn!
You will miss a few answers that you know and your flight will be one of
your worst! If you are safe during
all this - You will be a safe
pilot. Remember: a pilot flies by
attitude - Yours and the nose of the aircraft.
Plan safety & you will be... Do
not fly if you would not be comfortable to take your Mom as a passenger, ie use
good Judgment. Do not be swayed by
your own desire to finish your license. It
has taken a long time to get here, a few days one way or the other will make no
difference!
GENERAL GUIDELINES FOR YOUR FLIGHT TEST
MAKE A COMPLETE AND THOROUGH PREFLIGHT
INSPECTION
- Check for ALL required
documents
- Compute gross weight and CG
location from weight & balance
documents of glider to be used. And
check placarded weights
- Check currency of 100 hour and
Annual inspections from logbooks.
- Be aware of aircraft's weak
points, ie. for a 2-33 the aileron
hinges may not have more than 1/4 in crack without a stop drill
hole. How many springs are needed in the spoilers?
How many are required to
fly?
- Inspect the sailplane as though
your life depends upon it!
- Make a positive control check.
- Brief passenger (examiner) on
seat belts and any special
instructions ie help watch for traffic, release handle, etc.
- Check the tow rope
- Keep the downwind wing low when
moving the glider. If you have an
assistant, have them hold the upwind wing low. Always get an
assistant if the winds are strong or gusty. Consider the day for the
departure point (wind, tow plane, density altitude, and
sailplane)
- Don't skid the tailwheel
sideways if it doesn't swivel
- Put the glider away by pulling
from the inboard leading edge of the
downwind horizontal stabilizer
- Think that the wings are
constantly growing. Therefore, you
must check both tips constantly
- From the windsock, your
forecast winds aloft data and the
electronic indicator in the office consider the effect of the wind
on your entire flight prior to takeoff.
This would include takeoff,
emergency procedures, practice area, relative glide
angles in various directions, entry, downwind, base, final and
selection of your aim point and roll-out.
CALL CHECK-LISTS OUT LOUD
- Be sure to consider emergencies
prior to takeoff
- Call out 100' and 200' (tap
next to the altimeter NOT on the glass)
during launch and note alternate fields to be used in the event of
a rope break.
BE READY TO GO WHEN THE TOWPLANE IS READY
TO GO
- Don't let this compromise your
checklist
- Ask the rear seat occupant,
"Are you ready for takeoff?"
SAVE THE SKID
- Get the nose up early to
takeoff attitude. Remember, the
nose is harder to raise when you
are flying dual.
- Keep the nose up as long as
possible during landing.
- Stop with the stick full back.
STAY VFR
- Remember to stay at least 500'
below any cloud and at least 2000'
to the side. Don't get
caught on top!
DON'T BUST THE 30 mile TCA (Class B) VAIL
- Remember the tow plane does not
have a transponder.
CONSIDER WINDS ALOFT / YOUR RELEASE
LOCATION
- Remember winds aloft can be 180
degrees different from surface winds.
- What are the forecast winds
aloft?
- On tow, how strong is the drift
and in what direction? Are actual
winds different than forecast? Should
I change my location of release?
RELEASE OVER A PREDECLARED LOCATION AND
ALTITUDE
- Clear BOTH left & right
(for you and the tug) prior to your release and tap next to the altimeter.
Be precise, if desired release is 4000', don't release at 4100'.
CALL ALL TRAFFIC
- Vigilance deserves as much
attention as control of the aircraft.
- Use the clock system and decide
early if traffic is a factor.
- Clear all turns by looking BOTH
DIRECTIONS, looking in the direction
of the turn last. (You should see your own tail in both
directions)
IN GENERAL, RECOVER ALL MANEUVERS TO WINGS LEVEL MINIMUM SINK
ATTITUDE EXCEPT STALLS TO L/D ATTITUDE
FINISH YOUR LANDING CHECKLIST EARLY (BY
1200')
- Call out your landing checklist
30° BANK TURNS IN THE PATTERN
TURNS OF MORE THAN 90° HEADINGS SHOULD NEVER BE MADE EXCEPT
FOR CRAB CONDITIONS
NO SPOILERS IN PATTERN UNTIL ON BASE, UNLESS IN LIFT.
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