Learning to Soar

                                
               Learning to Soar:  Getting Started
                                
                               or
                                
Everything You Always Wanted to Know About Becoming a Private Glider
                              Pilot
                     But Didn't Know to Ask
                                
                     by Steven H. Philipson
                     revised December, 1998
                                
                                

The road to becoming a private glider pilot isn't very long, nor very hard, but there are a few things that you need to know. This article contains basic information about qualification, training, costs, time and procedures that will lead you to your pilot's license. If after reading this you have more questions, please feel free to give me a call at the number listed at the end of this article.

Gliderports, Gliders and Instructors

The first thing that you need to do is find a gliderport that is within reasonable distance of your home and that has gliders for rent and instructors who can teach you to fly them. Chances are you already know of a gliderport in your area. If not, look in your local Yellow Pages or contact the Soaring Society of America for a list of glider operations in your area.

Once you've found a place to fly, you'll need to select a "Certified Flight Instructor" (CFI) to teach you. Flight schools and flying clubs will have CFIs associated with them and will recommend a few for you to talk to. You should talk to a few different CFIs to find one whose schedule and temperament suit you. You can start to fly and begin your flight training immediately. If at any time you decide that you don't like the instructor you're working with, feel free to change (you're paying for this, so you ought to be happy). It's not a good idea to change instructors frequently, but it's perfectly OK to try one or two lessons with several different instructors so that you can find someone with whom you are comfortable. Instructors charge anywhere from about $15 to $35 per hour, with lower rates being found at glider clubs and higher rates at commercial operations. Some glider clubs offer instruction for free but this is the exception rather than the rule.

There are several different aircraft used in basic training. The aircraft vary widely in appearance and cost, but you can learn to fly well in virtually all gliders that are commonly used for training.

The classic American trainer is the Schweizer 2-33. This is a large, boxy-looking strut-braced high wing aircraft. The wings are made of aluminium and the fuselage is fabric over a steel tube frame. These aircraft have been out of production for many years and some may look a little tired, but they are none the less excellent trainers. They are extremely stout in construction and excel in occupant protection. They have forgiving flight characteristics but fairly low glide performance. Another common trainer is the Blanik L-13. This is a Czechoslovakian aircraft of all-aluminum construction. They are readily identified by their mid-wing mounting and distinctive forward sweep of the wing. Their glide performance is slightly higher than that of the 2-33 and they are capable of performing many aerobatic maneuvers.

Some operations perform training in newer technology gliders constructed largely of fiberglass. These include the Grob 103 and ASK- 21. These are very pretty aircraft and tend to have the highest performance of gliders used in training, but they also cost more to rent. Many other gliders are used in training so don't be concerned if the operation you want to fly with uses a type not mentioned here.

Minimum Training Requirements

The FAA specifies two different sets of requirements for the private glider rating, and you only have to meet one of them. They allow for receiving training primarily in gliders, and for adding a glider rating a pilot's existing certificate for "heavier than air" aircraft. The two sets of requirements are as follows: 1) ten hours flight in gliders, including 20 glider flights, with at least 2 hours of solo flight and 10 solo launches / landings; 2) if the pilot has at least 40 hours of "heavier than air" experience, three hours of flight in gliders including 10 solo flights. These requirements must be fulfilled before an applicant may take a private pilot flight test.

There are also a set of training objectives and standards that must be met. It usually takes longer than the minimum time above to reach the proficiency levels required in the test standards.

Solo" time means flight time with no one else in the glider. Yes, you do fly around by yourself before you get your private pilot license. Most people solo after about 25 instructional flights in a glider. In addition to the solo requirements, 10 to 15 additional instructional flights are usually required to reach the required proficiency level for the flight test.

Medical Requirements

Glider pilots are not required to have a physical exam but must sign a statement that they have "no known physical disability" that would prevent them from safely executing the tasks of flying a glider. You don't have to be a prime physical specimen or an Olympic athlete to become a pilot. If you're in reasonably good health and have reasonable vision, you'll probably qualify. Corrective lenses for vision are O.K. There are a few medical problems that may be disqualifying. These include epilepsy, diabetes, and recent heart ailments. If you are uncertain of your medical fitness to fly, you can contact an Aviation Medical Examiner (AME) who can evaluate your health and advise you on this subject.

Student Pilot Certificate

When you are about ready to solo, your flight instructor will send you to a local FAA office where you can be issued a student pilot certificate. This is only valid when endorsed by the instructor and must be revalidated every 90 days for continued solo flight privileges.

The Knowledge Test

In addition to the flight test, each applicant must pass a knowledge test. The test covers basic aerodynamic theory, navigation, aviation weather, flight and performance planning, and knowledge of the Federal Aviation Regulations (FARs). The knowledge test must be successfully passed before the flight test may be taken. Some people prefer to take the knowledge test before they begin flight training. This approach has two advantages: you'll have all of the useful theory at your command before you start the applied work of actual flight, and it won't hold up your flight test if you get it out of the way at the beginning. Many people study for and take the knowledge test while taking flight lessons, and find that the theory and practical work complement each other, thus making both types of training easier. It's really a matter of personal preference as to which approach to take.

There are three commonly used methods of preparing for the knowledge test. One is to take a regular course given by flight schools and local colleges. These typically meet once to several times per week and take about a semester to complete. They are particularly good if you have trouble setting aside time to study on your own. The disadvantage of these is they are typically geared toward the airplane knowledge test and thus cover things that you don't need for the glider rating and don't cover a few things that you do need. The omissions must be made up through self study. Costs are what is usually charged for a community college extension course, plus about $70 to $90 for books and materials.

Next, there are "weekend ground schools" that are two to three day intensive study courses. These are put on by flight schools, pilot associations, and commercial training operations. They are very useful for people with busy or irregular schedules who are not able to take a full semester course. The knowledge exam is usually given the day after the course ends. These courses run from $125 to $300. These also tend to be oriented toward the airplane knowledge test.

Finally, there are home study methods. These vary from full-up video tape packages, to self-paced learning systems, to simply buying several books and studying one one's own. Home study courses run from about $75 to $400 depending on contents. Those who decide to "book it" often perform extremely well as their motivation is high to begin with. If you decide to go it on your own, you can choose from a variety of fine training manuals. One package that I like consist of the following: The Soaring Society of America's (SSA) Soaring Flight Manual (basic theory and regulations), a combined Airman's Information Manual and Federal Aviation Regulations (FAR/AIM, available from several sources), and the Gliem Private Pilot Test Book, which contains all of the knowledge exam questions with answers explained. The FAA publications Aviation Weather and Aviation Weather Services are excellent additions to the basic list. You will probably also want to purchase a basic "flight computer" such as an E6-B. This is a circular slide rule and plotter that simplifies many aviation calculations. They are also available in electronic form. Your instructor may recommend other useful texts. Total cost for books and supplies runs about $60 to $90.

There are several good sources for home study materials. The Airport Shoppe at several Bay area airports has extensive stocks. Materials are available by mail order from the Aviation Bookstore, in Glendale, CA, and San Val Aviation Supply in Van Nuys, CA. A wide variety of soaring materials are available from the SSA. Popular aviation magazines list many other source of instructional material and list schedules for instructional programs.

Many of the organizations that give ground school classes also give the knowledge test itself. The fee for the exam may be included in the fee for the course, or it may be an additional fee. Tests are given "on-line" -- administered on a computer terminal, at a commercial testing center. Your instructor will be able to direct you to a test center. The computer tests are run about $65 each. Results are provided immediately. This is convenient as you must have the results before you may take your flight test.

Training Schedules

There's no minimum time period to get a license. If you try to take at least one lesson per week you can expect to take about six months to complete your training. Some people have completed intensive training in as little as two weeks and others have stretched out to over a year. Two lessons per week is about optimum. Planning on less than one lesson per week will generally cause you to need more hours to complete your training, as more time is needed on each lesson to review material forgotten since the previous lesson.

The Flight Test

The final step is the private pilot flight test. This is taken with an FAA Designated Examiner (DE) who is usually a very experienced senior flight instructor. The exam takes 2 to 3 hours and includes your planning a cross country flight, an oral exam, and 2 to 3 flights in which you demonstrate your piloting skills. Glider DEs charge about $150 for their services.

Total Costs

Total costs vary with the flight school or club. With a flying club, expect to spend $1,500 to $2,000. Commercial operations will cost considerably more, typically around $3,500 to $4,000. A breakdown of club costs appears below. It's a good idea to have at least half of your anticipated costs set aside before you begin training. This will allow you to get through initial training without delay. It also allows you to find the incentive to come up with the rest of the money by the time it's needed. You will usually solo before you spend $1,000, but you will likely know well before that whether or not you want to go that far, or all the way to private pilot.

Estimated Costs for the Northern California Soaring Association (NCSA) club (data current as of Dec 98):

     Aircraft Rental*    70 flights @$5/flight     $350
     Tow Fees*           $20/hi-tow, $10/pattern  1,150
     Flight Instruction* 19 hours @$15/hr           285
     Club Membership**                              455
     Study Materials                                 90
     Knowledge Test                                  65
     Flight Test                                    150
                                                 ______
     Total                                       $2,545

** Club Membership cost here includes application fee, first six months dues, SSA membership for one year and other items. Members also must purchase a share of equity in the Club for $650. This amount is completely refundable upon leaving the club.

Glider versus Airplane Training

Some people know that they eventually want to fly gliders and airplanes (aircraft with engines) and wonder which type they should learn to fly first. There are many different opinions on this subject and points of contention include which offers the least hassle, which is cheaper in the long run, and which makes for a better pilot. It turns out that it can be done either way with good results, but there are some tradeoffs.

There's slightly less hassle in adding a glider rating to an airplane certificate than the other way around. A holder of an airplane rating does not have to take another knowledge test to take the glider flight test, but the holder of a glider rating does have to pass the airplane knowledge test before taking the airplane flight test. All of the material must be learned though -- the examiner will check to make sure that you know it during the oral part of the practical (flight) test..

Glider flying is pure flying -- there's a minimum of distraction in learning complex airplane systems, electronic navigation, and coping with complicated and busy airspace. Glider flying requires refined technique -- if you're sloppy on the controls, you won't stay up while more proficient and skillful pilots will. Thus people who learn to fly gliders first learn the basics of aircraft control very well and tend to carry this precision with them when they learn to fly airplanes. Their glider skills will reduce the amount of instruction required to complete the airplane rating by about 15 hours, which at current rates is least $1200. Adding a glider rating to an airplane rating costs at least $900 at commercial operation rates. Thus there may be a small cost advantage in learning to fly airplanes first, but those who earn glider ratings first tend to be better airplane pilots (at least for the first few years of flying both types).

Private Pilot Privileges

Once you pass your flight test, you may carry passengers and fly wherever you want. You cannot charge your passengers for your services as a pilot, but you can share expenses with them. New private pilots usually take some additional instruction almost immediately after their flight test to "check out" in (i.e., learn how to fly) higher performance gliders. Beyond that, there are higher ratings such as commercial, instructor and specialized instruction in other types of launches, cross-country flying, mountain wave flying, and other subjects, but you can find out about all that later.

There's a whole lot to learn, but the whole process is quite enjoyable. If you want to discuss any of this, or simply just talk about flying, please feel free to give me a call. I'll be happy to talk with you even if you want to fly with someone else, or are not even sure that you want to learn to fly.

May you have the best of luck in "earning your wings"!

                 Steven H. Philipson
                 CFI- airplane SEL/MEL, instrument, glider; IGI
                 FAA Aviation Safety Counselor
                 
                 936 Erica Drive
                 Sunnyvale, CA 94086-8211
                 phone:    (408) 530-9584
                           answering machine ID's as
                           "Mountain View Flight Service"
                 
                 
                 Other Contacts:
                 
                 Soaring Society of America
                 Box E
                 Hobbs, New Mexico 88241-7504
                 
                 [club contacts in local areas available by request]

click here to: send mail to Steve (Please remove the < no-spam > in the e-mail address)

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