Most, if not all, pilots remember their first solo. Friday I did my first solo in a Glider. While not as memorable as my SEL (Single Engine Land) solo, it was still an awesome feeling to go up in that glider and know when to return to the airport and land.
Mile High Glider has two SGS 2-33As they use for trainers. One has almost no brakes and the other has very good brakes. I did most of my training in the one with no brakes. The 2-33 glider brakes are activated by pulling back on the dive brake handle.
For my solo flight I was in the one with good brakes. This wasn't ideal as I tend to get to the airport with a bit more altitude, a good thing right? You can always lose altitude but it is difficult to gain, since you don't have an engine. Evidently, when landing I had enough dive brake on at touchdown to activate the brakes. I immediately realized my mistake as the nose pitched down to the skid right away. I let up on the dive brake to get off the skid, but ended up stopping short of my destination point, across from the tie down.
I haven't flown the 172 since I started my glider training. My hope is that my stick and rudder skills, which are critical in a glider, will improve my SEL skills. After all landing a glider on a 3 foot wide pavement strip, and tracking on the pavement, is much more difficult than landing on a 50 foot wide runway.
Monday, August 20, 2007
Monday, August 13, 2007
Morning Glider flight
Finally got in some morning glider flights. Scheduled my lesson for 9 a.m. on a Friday. Not the best time to start as no one gets there until 9, then they get the office open, boot up the computers, call for the tow plane, etc.
Sat down with my instructor at 9:30 and talked through airport procedures, use of the dive breaks, and TLAR for landings. I was familiar with the acronym from my single engine training, but didn't remember what it stood for.
TLAR = That Looks About Right
Basically, cross from south to north at mid field, turn down wind when you are at a 45 degree angle from the ground, turn base at about 35 degrees and final at 30 degrees. The "look" of the pattern is more critical with a glider because you may not always know the elevation where you are landing, as you won't always land at an airport when going cross country.
The smooth air in the morning was great for getting my air tow skills down. I did four takeoffs and landings with only minimal instructor control of the glider.
Sunday I took another lesson in the afternoon and even though the thermals were quite active with the hot weather, 90F, I was able to control the aircraft without getting into oscillations. I think the calm air flying helped me understand the delay between the control input and the glider movement. Did three more takeoffs and landings, with stalls (at altitude not in the pattern) and slips thrown in. At the end of the lesson my instructor said that if I had my solo written complete and had done low altitude tow line break practice he would have sent me up to solo.
So, now I'm working on my pre-solo written exam, quite a bit more extensive than my pre-solo written for powered aircraft. I'll try to schedule for Thursday or Friday morning and hope to do the tow rope break practice and then solo.
I will probably break my rule about not flying if I don't have the money in the flying account. At the start of my learning to fly I set up an account that has money transfered to it on a regular basis. If there is money and I want to fly, then fine. This will be the first time I'll be flying without money in the account. But after talking with my wife, she says to just keep moving forward and get the rating. Once that is done, my glider flying should stay well within budget.
Sat down with my instructor at 9:30 and talked through airport procedures, use of the dive breaks, and TLAR for landings. I was familiar with the acronym from my single engine training, but didn't remember what it stood for.
TLAR = That Looks About Right
Basically, cross from south to north at mid field, turn down wind when you are at a 45 degree angle from the ground, turn base at about 35 degrees and final at 30 degrees. The "look" of the pattern is more critical with a glider because you may not always know the elevation where you are landing, as you won't always land at an airport when going cross country.
The smooth air in the morning was great for getting my air tow skills down. I did four takeoffs and landings with only minimal instructor control of the glider.
Sunday I took another lesson in the afternoon and even though the thermals were quite active with the hot weather, 90F, I was able to control the aircraft without getting into oscillations. I think the calm air flying helped me understand the delay between the control input and the glider movement. Did three more takeoffs and landings, with stalls (at altitude not in the pattern) and slips thrown in. At the end of the lesson my instructor said that if I had my solo written complete and had done low altitude tow line break practice he would have sent me up to solo.
So, now I'm working on my pre-solo written exam, quite a bit more extensive than my pre-solo written for powered aircraft. I'll try to schedule for Thursday or Friday morning and hope to do the tow rope break practice and then solo.
I will probably break my rule about not flying if I don't have the money in the flying account. At the start of my learning to fly I set up an account that has money transfered to it on a regular basis. If there is money and I want to fly, then fine. This will be the first time I'll be flying without money in the account. But after talking with my wife, she says to just keep moving forward and get the rating. Once that is done, my glider flying should stay well within budget.
Tuesday, July 31, 2007
Glider Rating
I started working on my glider rating July 20th. The Mile High Gliding school has a different philosophy for training. After three sessions, I've been with three different instructors. I'm on the fence right now as to preference between a dedicated instructor or different instructors throughout the training.
My first instruction flight was with an instructor who has studied weather and currently works in a weather related company. We rode thermals for most of the session, while I worked on coordinated turns. Much more critical and harder to hold than in the 152/172 aircraft. After getting to 10,500 MSL (5,200 AGL) went through stalls and impact of the dive brakes.
My second session involved two tows and I started working on controlling the glider while being towed. Everything would go fine and then we would get a bit of a bump and I would over correct, correct again and start oscillating until the instructor would take over and tuck us right in position without any problem. The instructor talked me through the landing pattern and then took over when we were on final.
My third session was with the school's chief pilot. I would not recommend a first session with him. While you are flying with him you also get a knowledge dump. He talks the entire time about what you are doing and why. Very informative, but I would recommend this for after a few sessions so you can focus on what he is saying. Continued to work on controlling the glider when under tow. I worked the ailerons during the take off, until the speed was where the rudder and ailerons needed to be worked together. The instructor took control until we were 200 feet AGL. I did better at controlling the glider, but would still get to a point where I was oscillating left to right. Did more stalls, both straight and turning, coordinated turns at 30 to 45 degrees, and worked the dive brakes when in the pattern.
I've been trying to fly twice a week, but the only way to do that is if I fly in the afternoons when the cumulus start building. All three instructors have now recommended that I try a morning flight as it will be easier to control the glider when in the tow.
My first instruction flight was with an instructor who has studied weather and currently works in a weather related company. We rode thermals for most of the session, while I worked on coordinated turns. Much more critical and harder to hold than in the 152/172 aircraft. After getting to 10,500 MSL (5,200 AGL) went through stalls and impact of the dive brakes.
My second session involved two tows and I started working on controlling the glider while being towed. Everything would go fine and then we would get a bit of a bump and I would over correct, correct again and start oscillating until the instructor would take over and tuck us right in position without any problem. The instructor talked me through the landing pattern and then took over when we were on final.
My third session was with the school's chief pilot. I would not recommend a first session with him. While you are flying with him you also get a knowledge dump. He talks the entire time about what you are doing and why. Very informative, but I would recommend this for after a few sessions so you can focus on what he is saying. Continued to work on controlling the glider when under tow. I worked the ailerons during the take off, until the speed was where the rudder and ailerons needed to be worked together. The instructor took control until we were 200 feet AGL. I did better at controlling the glider, but would still get to a point where I was oscillating left to right. Did more stalls, both straight and turning, coordinated turns at 30 to 45 degrees, and worked the dive brakes when in the pattern.
I've been trying to fly twice a week, but the only way to do that is if I fly in the afternoons when the cumulus start building. All three instructors have now recommended that I try a morning flight as it will be easier to control the glider when in the tow.
Monday, July 09, 2007
Glider Ride
(Click on the title to open a Web Photo album of the flight)
Friday I finally took the glider ride that my wife gave me almost 10 years ago. Initially, I was unable to take the ride as the owner of the business died, but not in an aircraft accident. About six months latter we received a letter from the new owner with a new certificate and a note that it would never expire. That certificate sat in a drawer for a while.
Then I started learning to fly and remembered the glider certificate. I spent four years working on my private pilot license. I didn't want to mix the two modes of flying so held off on the glider ride. Now nine months after my check ride I finally took the glider ride. Very enjoyable, and less expensive than powered flight. After talking with some of the instructors I bought a book on getting your glider rating and I'm now currently reading it to see if I want to pursue the rating.
According to the FAR, as a private pilot, I need 10 solo tows and 3 hours of flight time. But the kicker is that you need to get to the point where your instructor feels comfortable with you soloing. The school offers an add on course which includes 30 tows, 10 hours of ground instruction, 10 hours of flight instruction and glider rental. This "usually" is enough to add the rating.
Now I have to determine if I can afford to take the plunge at this time. Everything I've seen states that I live in a prime region for glider flying. Boulder Colorado is right up against the front range of the Rocky Mountains. Fly over the plains for thermal flying, along the front range for ridge flying, and then in the winter catch a mountain wave for real high flying activity, 17,000 to 20,000 MSL.
Friday I finally took the glider ride that my wife gave me almost 10 years ago. Initially, I was unable to take the ride as the owner of the business died, but not in an aircraft accident. About six months latter we received a letter from the new owner with a new certificate and a note that it would never expire. That certificate sat in a drawer for a while.
Then I started learning to fly and remembered the glider certificate. I spent four years working on my private pilot license. I didn't want to mix the two modes of flying so held off on the glider ride. Now nine months after my check ride I finally took the glider ride. Very enjoyable, and less expensive than powered flight. After talking with some of the instructors I bought a book on getting your glider rating and I'm now currently reading it to see if I want to pursue the rating.
According to the FAR, as a private pilot, I need 10 solo tows and 3 hours of flight time. But the kicker is that you need to get to the point where your instructor feels comfortable with you soloing. The school offers an add on course which includes 30 tows, 10 hours of ground instruction, 10 hours of flight instruction and glider rental. This "usually" is enough to add the rating.
Now I have to determine if I can afford to take the plunge at this time. Everything I've seen states that I live in a prime region for glider flying. Boulder Colorado is right up against the front range of the Rocky Mountains. Fly over the plains for thermal flying, along the front range for ridge flying, and then in the winter catch a mountain wave for real high flying activity, 17,000 to 20,000 MSL.
Monday, May 21, 2007
Back in the air
Finally got back in the air on Saturday, May 19th. I had been delaying due to weather and the distance to the new airport. The airport I received my private at was shut down two days after my check ride.
The FBO I was using moved operations to Greeley (KGXY) and I had assumed it would take me two to two-and-a-half hours to get there. So, last month I visited a number of FBOs closer to home, Longmont, Boulder, and Fort Collins-Loveland. All of their rental rates were significantly higher and the planes were not as nicely equipped.
Scheduled my instructor and a plane at KGXY, while the FAA says I can get my currency back on my own, I'd rather have a check pilot on board after six months of no flying. I left home at 8:30 and got to the airport by 10, an hour early. Only 1.5 hours of driving. Actually, a little less time then when I was driving to Fort Collins Downtown, now closed.
Did the preflight while my instructor was finishing up with a student pilot, then hopped in. Greeley on a Saturday is quite a bit busier than Ft Collins Downtown ever was. It also has a restaurant on site, so that may account for some of the traffic. Taxied to the run up area for Runway 9. Everything checked out so made the call and took off.
Everything went as it should and I was going to just stay in the pattern, but my instructor recommended just flying a bit to get use to the plane again. So we headed west, took a look at his neighborhood, went up to Budweiser to check if they had any Clydesdale colts or foals out in the fields near the paddock, no luck. Then overflew Ft Collins Downtown and saw the big yellow X's in the runway and headed back to KGXY.
Not as busy when we returned. Did my three landings. I tended to start a little high, then get a little slow on final, but all touchdowns were reasonable. I'll need to continue to manage my speed on final.
Now that I know the airport isn't as far, time wise, as I expected I'll start scheduling more time int he air and try to meet some of those goals I set for the year.
The FBO I was using moved operations to Greeley (KGXY) and I had assumed it would take me two to two-and-a-half hours to get there. So, last month I visited a number of FBOs closer to home, Longmont, Boulder, and Fort Collins-Loveland. All of their rental rates were significantly higher and the planes were not as nicely equipped.
Scheduled my instructor and a plane at KGXY, while the FAA says I can get my currency back on my own, I'd rather have a check pilot on board after six months of no flying. I left home at 8:30 and got to the airport by 10, an hour early. Only 1.5 hours of driving. Actually, a little less time then when I was driving to Fort Collins Downtown, now closed.
Did the preflight while my instructor was finishing up with a student pilot, then hopped in. Greeley on a Saturday is quite a bit busier than Ft Collins Downtown ever was. It also has a restaurant on site, so that may account for some of the traffic. Taxied to the run up area for Runway 9. Everything checked out so made the call and took off.
Everything went as it should and I was going to just stay in the pattern, but my instructor recommended just flying a bit to get use to the plane again. So we headed west, took a look at his neighborhood, went up to Budweiser to check if they had any Clydesdale colts or foals out in the fields near the paddock, no luck. Then overflew Ft Collins Downtown and saw the big yellow X's in the runway and headed back to KGXY.
Not as busy when we returned. Did my three landings. I tended to start a little high, then get a little slow on final, but all touchdowns were reasonable. I'll need to continue to manage my speed on final.
Now that I know the airport isn't as far, time wise, as I expected I'll start scheduling more time int he air and try to meet some of those goals I set for the year.
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