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wingspan and no flaps) are easy to assemble and newer
types are comparatively easier to fly. On the other end
of the spectrum, Open Class gliders (unlimited
wingspan with flaps) can feature wingspans of 24
meters or more with wings in four sections. The experience
required to fly a high-performance glider can
not be quantified simply in terms of a pilot’s total
glider hours. Types of gliders flown (low- and highperformance)
must be considered.
Most high-performan ce gliders are single-seat. If a
two-seat, high-performance glider is available, the
pilot should obtain some instruction from an authorized
flight instructor before attempting to fly a singleseat
high-performance glider for the first time. Before
flying any single-seat glider, pilots should thoroughly
familiarize themselves with the GFM/POH, including
important speeds, weight and balance issues, and all
operating systems in the glider GFM/POH such as
landing gear, flaps, and wheel-brake location.
As mentioned, most high-performance gliders are complex.
Almost all have retractable landing gear, so pilots
must make certain that “landing gear down” is on their
pre-landing checklist. Most landing-gear handles are on
the right side of the cockpit, but a few are on the left
side, so caution is required when reaching for a handle
to make sure it is not flaps or airbrakes. Acommon error
is to neglect to retract the landing gear and then mistakenly
retract it as part of the pre-landing checklist. Agearup
landing in a glider usually only causes
embarrassment and minor damage. The distance
between the pilot and the runway with the landing gear
up is minimal, however, providing no real “cushioning”
protection for the pilot in case of a hard landing.
Many high-performance gliders have flaps. A few
degrees of positive flap can be used when thermalling,
and some gliders have 30° or more positive flap settings
for slower landing speeds. Flaps can be set to 0°
for relatively slow-speed glides, while negative flap
settings are available for glides at faster speeds. The
Figure 11-15. Effect on the glide ratio of the engine being extended but not running.
11-16
GFM/POH and glider polar provide recommended flap
settings for different speeds, as well as maximum
speeds allowed for different flap settings. A few highperformance
gliders have no airbrakes and use only
large positive flap settings for landing. This system
allows for steep approaches but can be unconfortable
for a pilot who has only used spoilers or divebrakes for
landing. A thorough ground briefing is required.
Many high-performance gliders have longer wingspans
that require special care to avoid ground loops on takeoff
or landing. Runway lights and other obstructions
near the runway can become a problem. If a wingtip
strikes the ground before the glider has touched down,
a cartwheel is a possibility, leading to extensive damage
and serious injury. Gliders with long wings often
have speed restrictions for dive-brake use to avoid
severe bending loads at the wingtips.
The feel of the controls on high-performance gliders is
light, and pilot-induced oscillations (PIOs) occur easily
with the sensitive elevator. Elevator movements using
the wrist only, while the forearm rests on the thigh, can
aid in avoiding PIOs.
Some high-performance gliders have only one centerof-
gravity (CG) tow hook either ahead of the landing
gear or in the landing gear well. If the CG hook is
within the landing gear well, retracting the gear on tow
interferes with the towrope. Even if the glider has a
nose hook, retracting the gear on tow is not recommended,
since the handle is usually on the right cockpit
side and switching hands to raise the gear can lead to
lose of control on tow. A CG hook, as compared to a
nose hook, makes a crosswind take-off more difficult
since the glider can weathervane into the wind more
easily. In addition, a CG hook makes the glider more
susceptible to “kiting” on take-off, especially if the flying
CG is near the aft limit. This can present a serious
danger to the towpilot.
Most high-performance gliders are built from composites,
instead of metal or wood, with a gelcoat finish.
The gelcoat is susceptible to damage from exposure to
ultraviolet radiation (UV) from the sun as well as prolonged
exposure to moisture. At some soaring sites,
pilots can keep the glider assembled in a hanger, but
more frequently, the composite glider is rigged before
flying and derigged after flying. The transition to
　
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