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Self-launch gliders are equipped with engines, but
with the engine shut down, they display the same
flight characteristics as non-powered gliders. The
engine allows them to be launched under their
Figure 1-1. A human-powered ornithopter is virtually incapable of flight due to the dramatic difference in the strength-to-weight ratio of
birds compared to humans.
1-2
own power. Once aloft, pilots of self-launch gliders
can shut down the engine and fly with the power
off. The additional training and procedures
required to earn a self-launch endorsement are
covered later in this handbook.
GLIDER CERTIFICATE
ELIGIBILITY REQUIREMENTS
To be eligible to fly a glider solo, you must be at
least 14 years of age and demonstrate satisfactory
aeronautical knowledge on a test developed by
your instructor. You also must have received and
logged flight training for the maneuvers and procedures
in Title 14 of the Code of Federal Aviation
Regulations (14 CFR) part 61 that are appropriate
to the make and model of aircraft to be flown, as
well as demonstrate satisfactory proficiency and
safety. Only after all of these requirements are
met, can your instructor endorse your student certificate
and logbook for solo flight.
To be eligible for a private pilot certificate with a
glider rating, you must be at least 16 years of
age, complete the specific training and flight time
requirements described in 14 CFR part 61, pass
a knowledge test, and successfully complete a
practical test.
To be eligible for a commercial or flight instructor
glider certificate, you must be 18 years of age,
complete the specific training requirements
described in 14 CFR part 61, pass the required
knowledge tests, and pass another practical test.
If you currently hold a pilot certificate for a powered
aircraft and are adding a glider category rating
on that certificate, you are exempt from the
knowledge test but must satisfactorily complete
the practical test. Certificated glider pilots are not
required to hold an airman medical certificate to
operate a glider.
AERONAUTICAL DECISION MAKING
Aeronautical decision making (ADM) is a systematic
approach to the mental process used by pilots
t o
consistently determine the best course of action
in response to a given set of circumstances. The
importance of learning effective ADM skills cannot
be overemphasized. While progress is continually
being made in the advancement of pilot training
m e t h o d s ,
aircraft equipment and systems, and services for
pilots, accidents still occur. Despite all the changes
in technology to improve flight safety, one factor
remains the
same—the human factor. It is estimated that 65
percent of the total glider accidents are human
factors related.
Historically, the term “pilot error” has been used
to describe the causes of these accidents. Pilot
error means that an action or decision made by
the pilot was the cause of, or a contributing factor
that lead to, the accident. This definition also
includes the pilot’s
failure to make a decision or take action. From a
broader perspective, the phrase “human factors
related” more aptly describes these accidents
since it is usually not a single decision that leads
to an accident, but a chain of events triggered by
a number of factors.
The poor judgment chain, sometimes referred to
as the “error chain,” is a term used to describe
this concept of contributing factors in a human
factors related
accident. Breaking one link in the chain normally
is all that is necessary to change the outcome of
the sequence of events. The following is an
example of the type of scenario illustrating the
poor judgment chain.
An experienced glider pilot returning from a
cross-country flight is approaching a jagged
mountain ridge that lies between him and his
home airport located in the valley below. As he
nears the ridge he sees people on the top waving
to him in excitement. Overjoyed with having flown
over 400 kilometers, he decides to do
a low pass over the peak. He is flying into a 30
knot headwind that is blowing across the peak.
Holding what he feels is adequate airspeed as he
nears the lee side of the peak, he realizes his altitude
is not very high in relation to the peak of the
ridge. As he nears the peak he finds himself in a
strong downdraft created by the strong wind blowing
over the ridge. In an attempt to make a 180°
turn to avoid contacting the ridge, the pilot puts his
　
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