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knots, yielding an 8 knot safety factor.
Minimum sink airspeed is always slower than best L/D
airspeed at any given operating weight. If the operating
weight of the glider is noticeably less than
maximum gross weight, then the actual minimum
sink airspeed at that operating weight will be slower
than that published.
flying conditions in order to be successful in conducting
cross-country flights or during competition.
COMMON ERRORS
• Improper determination of speed-to-fly.
• Failure to maintain proper pitch attitude
and airspeed control.
TRAFFIC PATTERNS
The pilot must be familiar with the approach and landing
traffic pattern at the local gliderport/airport
because the approach actually starts some distance
away. Most gliderports/airports use an initial point (IP)
from which to begin the approach for each landing
area. The IP may be located over the center of the gliderport/
airport or at a remote location near the traffic
pattern. As shown in Figure 7-32, the sequence of a
normal approach is from over the IP to the downwind
leg, base leg, final approach, flare, touchdown, rollout,
and stop. Once the landing roll is completed, it is
important to clear the active runway as soon as possible
to allow other pilots to land safely.
Once over the IP, the pilot flies along the downwind
leg of the planned landing pattern. The pilot should
plan to be over the IP at an altitude of 800 to 1,000 feet
AGL or as recommended by the local field operating
procedures. During this time it is important to look for
other aircraft and to listen on the communications
radio, if one is installed, for other aircraft in the vicinity
of the gliderport/airport. Glider pilots should be
aware of other activities located at the gliderport/airport,
and it is important that they are familiar with good
operating practices established in the FAA
Aeronautical Information Manual and Advisory
Circulars. Glider operations usually establish the patterns
for their operation with other activities in mind.
Pilots new to a gliderport/airport should obtain a thorough
checkout before conducting any flights.
Pilots should complete the landing checklist prior to
the downwind leg. A good landing checklist is known
as FUSTALL.
• Flaps—Set (if applicable).
• Undercarriage—Down and locked (if
applicable).
• Speed—Approach speed established.
• Trim—Set.
• Air brakes (spoilers/dive brakes)—Checked
for correct operation.
• Landing area—Look for wind, other aircraft,
and personnel.
• Land the glider.
This checklist can be modified as necessary for any
glider.
7-34
COMMON ERRORS
• Improper determination of minimum sink
speed.
• Failure to maintain proper pitch attitude
and airspeed control.
BEST GLIDE AIRSPEED
Best glide (Lift/Drag) airspeed is defined as the airspeed
that results in the least amount of altitude loss
over a given distance. This allows the glider to glide
the greatest distance in still air. This performance is
expressed as glide ratio. The manufacturer publishes
the best glide airspeed for specified weights and the
resulting glide ratio. For example, a glide ratio of 36:1
means that the glider will loose 1 foot of altitude for
every 36 feet of forward movement in still air at this
airspeed. The glide ratio will decrease at airspeeds
above or below best glide airspeed. The best glide
speed can be found from the glider polars in Chapter
5—Performance Limitations.
COMMON ERRORS
• Improper determination of best glide airspeed
for given condition.
• Failure to maintain proper pitch attitude and
airspeed control.
SPEED-TO-FLY
Speed-to-fly refers to the optimum airspeed for proceeding
from one source of lift to another. Speed-to-fly
depends on the following.
1. The rate-of-climb the pilot expects to achieve
in the next thermal or updraft.
2. The rate of ascent or descent of the air mass
through which the glider is flying.
3. The glider’s inherent sink rate at all airspeeds
between minimum sink airspeed and never
exceed airspeed.
4. Headwind or tailwind.
The object of speed-to-fly is to minimize the time
and/or altitude required to fly from the current position
to the next thermal. Speed-to-fly information is presented
to the pilot in one or more of the following
ways.
• By placing a speed-to-fly ring (MacCready
ring) around the variometer dial.
• By using a table or chart.
　
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