FAA Private Pilot - Glider (PGL) cheat sheet

A private pilot glider certificate requires 16 years of age for the practical test (14 to solo), 10 hours of glider flight time including 20 flights, and a minimum of 2 hours of solo flight time in gliders.

Solo flight requires a student pilot certificate, a current third-class medical (or BasicMed if eligible) unless operating a glider, plus a logbook endorsement from an authorized instructor for the specific glider make and model.

Glider pilots must hold at least a third-class medical certificate for the first solo unless they have a current student pilot certificate and comply with 14 CFR 61.23(b) - gliders are exempt from the medical requirement for operating privileges under 61.3.

FAR 61.57: to carry passengers in a glider, the pilot must have made at least 3 takeoffs and 3 landings in the preceding 90 days; the 90-day clock resets after each qualifying flight.

FAR 91.3: the pilot in command is directly responsible for and is the final authority as to the operation of the aircraft, including gliders.

Preflight action (FAR 91.103) requires knowing weather, fuel, alternatives, and runway lengths before departure - for gliders, this includes launch conditions, thermal forecasts, and landing options.

A glider pilot may not fly within 30 days of a known medical deficiency or while using a medication that impairs safety; the FAA's BasicMed program does not apply to gliders for hire.

Logging flight time: glider time counts toward total time, but only time in powered aircraft counts toward ratings that require powered experience (e.g., airplane category).

FAR 91.319 and 91.309: aerobatic flight is prohibited within the lateral boundaries of Class B, C, D, and E airspace designated for airports, and below 1,500 feet AGL.

Lift = ½ ρ V² S CL; in a glider, the pilot trades altitude for airspeed to maintain lift as weight increases (higher wing loading raises stall speed and approach speed).

Best glide speed (Vg) yields the maximum lift-to-drag ratio; it increases with wing loading and is published in the POH for specific configurations.

Minimum sink speed is slower than best glide speed and maximizes time aloft - use it in thermals; best glide speed maximizes distance in still air.

Bank angle increases load factor: at 45° bank, load factor is 1.41 G; at 60°, 2.0 G. Stall speed rises by the square root of the load factor.

Weight and balance: CG limits are expressed as a percentage of mean aerodynamic chord; exceeding the forward limit increases stall speed and pitch authority demand, aft limit reduces stability.

Glider polar (sink rate vs. airspeed) determines performance; the speed-to-fly ring (MacCready) optimizes cross-country speed based on expected thermal strength.

Water ballast increases wing loading and best glide speed; it must be jettisonable and is often prohibited near the aft CG limit.

Density altitude reduces lift and increases true airspeed for a given indicated airspeed; high-altitude launches require longer ground roll and higher approach speeds.

Thermals form when the surface heats air to a temperature warmer than the surrounding environment; the dry adiabatic lapse rate is 3°C per 1,000 ft (5.4°F per 1,000 ft).

Cumulus cloud bases approximate the convective condensation level: estimate base height by (surface temperature − dew point) × 400 ft (in °F).

A stable atmosphere suppresses thermals and produces stratiform clouds; an unstable atmosphere supports cumulus development and stronger lift.

Wind shear and gust fronts can cause loss of airspeed on final; add half the gust factor to approach speed.

Mountain wave (lee wave) produces strong up- and downdrafts and rotor turbulence; lenticular clouds and a strong wind perpendicular to the ridge signal wave conditions.

Thunderstorms contain severe turbulence, hail, and microbursts; avoid cells by at least 20 NM and never fly beneath a cumulonimbus anvil.

A cold front passage brings rapid wind shifts, temperature drops, and convective activity; a warm front brings stable air, low ceilings, and reduced visibility.

Density altitude = pressure altitude + 120 × (OAT − ISA temperature at that altitude); high density altitude degrades launch and climb performance.

True airspeed (TAS) increases approximately 2% per 1,000 ft of altitude for a given indicated airspeed; use the E6B or a flight computer to convert.

Course vs. heading: wind correction angle = arcsin((wind speed × sin(wind angle))/TAS); apply heading into the wind to track the desired course.

Glider cross-country planning uses the speed-to-fly ring (MacCready) to balance thermalling time against cruise speed; a 2-knot MacCready setting is typical in moderate conditions.

A task declaration (turnpoint) requires the pilot to plan alternate landing options every 10–15 NM along the route; outlanding fields must be identified before departure.

Dead reckoning: distance = groundspeed × time; groundspeed = TAS ± wind component along the course.

Pilotage uses ground references (roads, rivers, towns) confirmed by chart reading; do not rely on a single landmark.

NOTAMs and TFRs must be checked before flight; Class B, C, and D airspace requires ATC clearance or established two-way radio communication as applicable.

A glider's cross-country badge flights (e.g., 50 km, 300 km) require a barograph or flight recorder and a declared task or turnpoint evidence.

Aerotow: the towplane signals a turn with a wing rock; the glider pilot releases with a slack rope by pulling the release, and the standard tow position is slightly below and behind the towplane.

Winch launch: maintain a pitch attitude that keeps airspeed below Vne; the launch fails if the cable breaks - lower the nose immediately and land ahead or turn back only above 200 ft AGL.

Self-launch (motor glider): engine start and run-up checks must confirm fuel, ignition, and propeller clearance before takeoff.

Thermalling: bank 30–45° and center on the strongest lift (usually the steepest bank side); maintain a constant airspeed near minimum sink.

Ridge soaring: fly on the windward side of the ridge, maintaining 500 ft clearance and a safe escape route; do not fly in the lee where rotor turbulence occurs.

Spin recovery: power off (glider), ailerons neutral, full opposite rudder, then ease the stick forward to break the stall and recover from the dive.

The pre-landing checklist (FUSTALL or similar) covers flaps, undercarriage, speed, trim, airbrakes, and landing area; always fly a stabilized approach.

Airbrakes/spoilers increase drag and sink rate without significantly changing stall speed; use them to control glidepath on final.

Class A airspace begins at 18,000 ft MSL and requires an IFR clearance; gliders typically operate below it unless in wave.

Class B airspace requires an explicit ATC clearance; Class C and D require established two-way radio communication before entry.

Class E airspace above 1,200 ft AGL (or as designated) requires no clearance for VFR flight, but cloud clearance and visibility minimums apply.

VFR cloud clearance in Class E: 3 statute miles visibility, 500 ft below, 1,000 ft above, and 2,000 ft horizontally from clouds.

Class G airspace below 1,200 ft AGL: 1 statute mile visibility and clear of clouds (day VFR); at night, 3 SM and standard cloud clearance.

Squawk 1200 for VFR; 7700 for emergency, 7600 for radio failure, and 7500 for hijacking.

Radio phraseology: 'Glider N1234, 5 miles east, request entry' - identify yourself, position, and request; read back clearances.

Transponder requirements: gliders are generally exempt from transponder requirements under 14 CFR 91.215(b)(3) in certain airspace, but check local rules.

IMSAFE checklist: Illness, Medication, Stress, Alcohol, Fatigue, Emotion - any 'yes' means do not fly.

Hypoxia symptoms include euphoria, impaired judgment, and cyanosis; onset is insidious above 10,000 ft, and supplemental oxygen is required above 12,500 ft for more than 30 minutes.

The DECIDE model: Detect, Estimate, Choose, Identify, Do, Evaluate - a structured decision-making process for in-flight emergencies.

Emergency landing: maintain best glide speed, select a landing field, and use the pre-landing checklist; if a rope breaks on aerotow, release and land ahead.

Carbon monoxide poisoning from cabin heat or engine exhaust causes headache, dizziness, and confusion; shut off the heat and open vents immediately.

Spatial disorientation occurs without a visible horizon; trust the instruments and maintain a standard rate turn to reorient.

A go-around is warranted if the approach is unstable, the landing area is obstructed, or airspeed is excessive; do not force a landing.

Cockpit resource management: brief the launch, emergency actions, and landing options before takeoff to reduce reaction time.

A glider must have a current airworthiness certificate, registration, and weight and balance data; the annual condition inspection is required every 12 calendar months.

The airframe logbook must document annual inspections, repairs, and major alterations; a glider without a current annual inspection is unairworthy.

Altimeter and airspeed indicator must be inspected and certified every 24 calendar months for IFR flight; gliders used only VFR are not subject to the 24-month rule.

The static system and pitot tube must be checked for obstructions before flight; a blocked pitot causes erroneous airspeed indications.

Control surface freedom: check ailerons, elevator, and rudder for full travel and proper direction of movement during preflight.

The tow hook release must be tested for proper operation before each aerotow; a weak link of the correct strength (typically 80% of glider weight) is required.

Ballast systems (water or lead) must be secured and within CG limits; jettisonable ballast must be checked for operation.

ELT requirements: gliders are generally exempt from ELT requirements under 14 CFR 91.207, but a personal locator beacon is recommended for cross-country flights.