Air Cadet Gliding Program Manual | Gliding | Flight Instructor

National Defence

Défense nationale

A-CR-CCP-242/PT-005

TRAINING MANUAL

AIR CADET GLIDING PROGRAM MANUAL
(ENGLISH)
(Supersedes A-CR-CCP-242/PT-005 dated 2011-01-15)

Cette publication est disponible en français sous le numéro A-CR-CCP-242/PT-006.

Issued on Authority of the Commander 2 Canadian Air Division Custodian: Director Air Force Training 2012-01-31

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LIST OF EFFECTIVE PAGES Insert latest changed pages and dispose of superseded pages in accordance with applicable orders. Text and illustration changes are indicated by black vertical lines in the margin of the applicable pages. Dates of issue for original and changed pages are: Original ............................ Ch.................................... Ch.................................... Ch.................................... Ch.................................... 0 1 2 3 4 ................. 2005-02-01 ................. 2006-01-15 ................. 2007-01-15 ................. 2007-03-01 ................. 2008-01-31 Ch .................................... Ch .................................... Ch .................................... Ch .................................... 5 6 7 8 .................2009-01-31 .................2010-01-31 .................2011-01-15 .................2012-01-31

Total number of pages in this publication is 504. Change 8 consists of the following: Page No. Change No. Page No. Change No.

i to xvii ....................................................................... 8 1-4-4 Red Page emergencies added to exams ....... 8 1-4-4 & 7 PL & OFR definitions now in Ch 1 Sec 5 . 8 1-5-3 to 5 Single loc for all PL, OFR, & Prog Cards 8 1-6 Section Rewrite - allowable pax actions in flight. 8 1-7-1 Inclusion of new Annex C .............................. 8 1-7-1 FTE action plan to be sent to NCA Ops O...... 8 1B-5 ACL no longer part of FTE .............................. 8 1C-1 to 1C-5 New Annex - FTE Report Template ... 8 2-2-1 Add tow emergency to Daily Ops Brief........... 8 2-2-11 Update glider ground handling ..................... 8 2-3-1 Section rewrite for new ropes and splicing..... 8 2-4-1 Updating wing holder information ................... 8 2-5-3 Updating wing holder information ................... 8 2-6-2 Updating wing holder information ................... 8 2-7-1 Conducting simulated emergencies .............. 8 2-7-2 Activating the release in sim emergencies ..... 8 2-7-2 Picture of air tow signal added ....................... 8 2-7-3 "Single tow" now "aero tow"............................ 8 2-7-4 "Single tow" now "aero tow"............................ 8 2-9-1 Conducting simulated emergencies ............... 8 2-9-2 Picture of air tow signal added ....................... 8 2F-1 Explanatory text added to G graph.................. 8 2H-1 New Annex for Splicing Dacron Rope............. 8 2I-1 New Annex for Making a Lark's Head Knot ...... 8 2J-1 New Annex for Splice Assemblies & Protection8 2K-1 New Annex for Dacron End to End Splicing.... 8 2L-1 New Annex for Spectra End to End Splicing ... 8 2M-1 New Annex for Rope Rejection Guidelines .... 8 2N-1 New Annx Drawings for Schweizer Protection 8 3-1-1 3-1-1 3-1-1 3-1-2 "CATO 54-26" now "CATO 51-01 Annex C"... 8 correct error in metric conversion ................... 8 Use of synthetic flight training devices ........... 8 PL, OFR, and error defs now in Ch 1 Sec 5... 8

3-1-4 Authority to conduct IRs updated.....................8 3-1-5 Flight test admin to meet CAR 401.18 ............8 3-3-24, 26, 28, 30 Upgrade circuit work now AL 10 .8 3-3-32,33 Upgrade circuit work now AL 10 ..............8 3A-7 Upgrade circuit work now AL 10 ......................8 4-1-4 Prog Cards now in Ch 1 Sec 5........................8 4-1-4 PL and OFR definitions now in Ch 1 Sec 5.....8 4-1-20 Prog Cards now in Ch 1 Sec 5......................8 4-1-22 PL and OFR definitions now in Ch 1 Sec 5...8 4A-2 "sees" now "see" ..............................................8 5-1-1 "Winch Operator" added to Chapter Title........8 5-1-1 Interview added to Course Content ................8 5-1-2 Interview details ..............................................8 5-1-3 Crosswind requirements added ......................8 5-1-3 & 4 Tow Pilot Trg prog card now in Ch 1 Sec 8 5-2-3 Flight Test admin info added to course...........8 5-3-4 PL and OFR definitions now in Ch 1 Sec 5.....8 5-3-4 Flight Test admin to meet CAR 401.18...........8 5-4-1 Student prerequisites updated ........................8 5-4-3 Flight Test admin info added to course...........8 5-6-1 "Birddog 540" now "Superdog" .......................8 5-6-1 Interview added to Course Content ................8 5-6-2 Interview details ..............................................8 5-6-4 & 6 Additional time added to Course ..............8 5-6-5 Crosswind requirements added ......................8 5-6-5 Tow Pilot Training Prog Card now Ch 1 Sec 58 5-7-1 "Birddog 540" now "Superdog" .......................8 5-7-4 Tow Pilot Trg prog card now in Ch 1 Sec 5 ....8 5-8-5 Tow Pilot Trg prog card now in Ch 1 Sec 5 ....8 6-3-9 Updating wing holder information ...................8 6-4-4 Options to correct a misaligned approach ......8 6-6-6 "on an emergency" now "in an emergency"....8 index ..........................................................................8

Contact Officer: OC ACGPSET, 2 Cdn Air Div © 2012 DND/MDN Canada iii

FOREWORD 1. A-CR-CCP-242/PT-005, Air Cadet Gliding Program Manual, is issued on authority of the Commander 2 Canadian Air Division. 2. This publication is effective on receipt and supersedes all previous editions and amendments, which are to be withdrawn and destroyed. 3. Suggestions for amendments shall be forwarded through Regional Headquarters to 2 Canadian Air Division, Air Force Air Operations Training, Air Cadet Gliding Program Standards and Evaluation Team, Attention: OC ACGPSET, Info: National Defence Headquarters, Attention: D Cdts & JCR.

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RECORD OF CHANGES

Identification of Change Change Number 0 1 2 3 4 5 6 7 8 Date 01 February 2005 15 January 2006 15 January 2007 1 March 2007 31 January 2008 31 January 2009 15 January 2010 15 January 2011 31 January 2012

Date Entered

Signature

Original

D Cdts 4-6

ACGP DOAM ACGP DOAM ACGP DOAM ACGP DOAM ACGP DOAM ACGP DOAM ACGP DOAM

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TABLE OF CONTENTS

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CHAPTER 1 – AIR STANDARDS ...................................................................................................................... 1-1-1 Section 1 – General........................................................................................................................................... 1-1-1 Introduction.......................................................................................................................................................... 1-1-1 Program Overview .............................................................................................................................................. 1-1-1 Responsibilities and Relationships ..................................................................................................................... 1-1-1 Application of National Direction ......................................................................................................................... 1-1-2 Regional Flying Orders ....................................................................................................................................... 1-1-2 Pilot Training Record........................................................................................................................................... 1-1-2 Pilot Information File ........................................................................................................................................... 1-1-3 Section 2 – Flight Safety................................................................................................................................... 1-2-1 General................................................................................................................................................................ 1-2-1 DFS, Flight Safety Officer Support...................................................................................................................... 1-2-1 Basic Flight Safety Course (BFSC)..................................................................................................................... 1-2-1 Advanced Flight Safety Course........................................................................................................................... 1-2-1 Section 3 – Personnel Qualification Standards ............................................................................................. 1-3-1 Authorized Personnel.......................................................................................................................................... 1-3-1 Participation by Personnel .................................................................................................................................. 1-3-1 Qualification Upgrading....................................................................................................................................... 1-3-1 Qualification Standards – Explanation ................................................................................................................ 1-3-1 Qualification Standards – Tow Aircraft Pilots...................................................................................................... 1-3-2 Qualification Standards – Glider Pilots ............................................................................................................... 1-3-4 Qualification Standards – Launch Control Officer............................................................................................... 1-3-7 Qualification Standards – Winch Launch Personnel........................................................................................... 1-3-8 Qualification Standards – Auto Launch Personnel ............................................................................................. 1-3-9 Section 4 – Aeromedical, Proficiency and Currency Standards .................................................................. 1-4-1 Physiological Restrictions ................................................................................................................................... 1-4-1 Employment Restrictions .................................................................................................................................... 1-4-2 Medical Standard – TC Licences ........................................................................................................................ 1-4-3 First Aid Qualification Requirement .................................................................................................................... 1-4-3 Annual Proficiency Check ................................................................................................................................... 1-4-3 Currency Standards ............................................................................................................................................ 1-4-6 Log Book Certification – Qualification and Proficiency ....................................................................................... 1-4-7 Glider Instructor Refresher Training.................................................................................................................... 1-4-7 Monitoring of First Year Instructor Pilots............................................................................................................. 1-4-8 Cross Region Pilot Currency............................................................................................................................... 1-4-8 Section 5 – Supplementary Standards ........................................................................................................... 1-5-1 Aerobatics ........................................................................................................................................................... 1-5-1 Formation Flying ................................................................................................................................................. 1-5-1 Air Demos............................................................................................................................................................ 1-5-1 Release for Flight After Abnormal Occurrence or Damage ................................................................................ 1-5-1 Crediting of Time ................................................................................................................................................. 1-5-2 Section 6 – Familiarization, Demonstration, and Public Relations Flights in ACGP Aircraft ................... 1-6-1 Aim ...................................................................................................................................................................... 1-6-1 Familiarization Flying ..................................................................................................................................................1-6-1 Demonstration Flying........................................................................................................................................... 1-6-1 Public Relations Flights....................................................................................................................................... 1-6-2 Carrying of Passengers....................................................................................................................................... 1-6-2 Pre-Flight Briefings.............................................................................................................................................. 1-6-2 Glider Instructional Flying...........................................................................................................................................1-6-2 Section 7 – Inspections, Evaluations, Surveys and Exercises .................................................................... 1-7-1 National Inspections and Evaluations (Operations and Training) ....................................................................... 1-7-1 National Inspections and Evaluations (Technical) .............................................................................................. 1-7-1 vi

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National Staff Assistance Visits .......................................................................................................................... 1-7-2 Regional Gliding Site and RGS Operational Inspections.................................................................................... 1-7-2 Gliding Site and RGS Flight Safety Surveys....................................................................................................... 1-7-2 Practice Emergency Response Exercise.................................................................................................................. 1-7-3 Annex A – ACGP Flight Safety Survey Guide .................................................................................................1A-1 Annex B – Air Cadet Gliding Program National Evaluation Checklist .........................................................1B-1 Annex C – Air Cadet Gliding Program National Evaluation Report Template .............................................1C-1 CHAPTER 2 – AIRCRAFT OPERATING INSTRUCTIONS AND STANDARD OPERATING PROCEDURES .................................................................................................... 2-1-1 Section 1 – Schweizer 2-33 Glider................................................................................................................... 2-1-1 Introduction ......................................................................................................................................................... 2-1-1 General Description ............................................................................................................................................ 2-1-1 Flight Controls ..................................................................................................................................................... 2-1-2 Weight, Balance and Placards............................................................................................................................ 2-1-4 Use of Seat Spacers and Seat Cushions............................................................................................................ 2-1-5 Spiralling in Thermals.......................................................................................................................................... 2-1-5 Slipping................................................................................................................................................................ 2-1-6 Erection Procedure for the 2-33.......................................................................................................................... 2-1-6 Pre-flight Inspection ............................................................................................................................................ 2-1-8 Section 2 – Gliding Operations – General SOPs............................................................................................ 2-2-1 Operations Briefing ............................................................................................................................................. 2-2-1 Weather Forecasts.............................................................................................................................................. 2-2-1 Weather Limitations ............................................................................................................................................ 2-2-1 Glider Airfield Operation Criteria ......................................................................................................................... 2-2-3 Daily Inspections ................................................................................................................................................. 2-2-6 Launch Control Officer (LCO) ............................................................................................................................. 2-2-6 Communication Equipment and Procedures ...................................................................................................... 2-2-6 Clothing, Survival and Crash Rescue Equipment............................................................................................... 2-2-6 Release Hook Check .......................................................................................................................................... 2-2-7 Limited Pre-flight Inspection (Walk-around)........................................................................................................ 2-2-7 Pre-Take-Off Check ............................................................................................................................................ 2-2-7 Altimeter Setting.................................................................................................................................................. 2-2-7 Hook Up Procedures for 2-33 Schweizer gliders ................................................................................................ 2-2-8 Pre-Release Check ............................................................................................................................................. 2-2-8 Pre-Stall, Spin, Spiral Check............................................................................................................................... 2-2-9 Stall, Spin, Spiral, Forward Slip Recovery Altitudes ........................................................................................... 2-2-9 Pre-Landing Check ............................................................................................................................................. 2-2-9 Glider Circuit ..................................................................................................................................................... 2-2-10 Penetration Approaches.................................................................................................................................... 2-2-11 Landing Ground Roll ......................................................................................................................................... 2-2-11 Glider Ground Movements ................................................................................................................................ 2-2-11 Glider and Tow Aircraft Tie-down ..................................................................................................................... 2-2-12 Section 3 – Tow Rings, Ropes, Cables ........................................................................................................... 2-3-1 Flight Safety for Launch Ropes........................................................................................................................... 2-3-1 Tow Rings ........................................................................................................................................................... 2-3-1 Air Tow Ropes and Weak Links.......................................................................................................................... 2-3-1 Winch Launch Ropes, Weak Links, Swivels, and Drogue Chutes...................................................................... 2-3-2 Winch Launch Rope Construction ...................................................................................................................... 2-3-2 Auto Launch Ropes and Weak Links.................................................................................................................. 2-3-4

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Section 4 – Air Tow Procedures ...................................................................................................................... 2-4-1 Air Tow Launch Personnel and Equipment......................................................................................................... 2-4-1 Position of Signallers........................................................................................................................................... 2-4-1 Air Tow Launch Signals ...................................................................................................................................... 2-4-1 Air Tow Speeds and Positions ............................................................................................................................ 2-4-4 Slack Rope Procedure ........................................................................................................................................ 2-4-4 Descent on Air Tow Procedure ........................................................................................................................... 2-4-7 Air Tow Release Procedure ................................................................................................................................ 2-4-7 Cross-Country Air Tow Procedures .................................................................................................................... 2-4-8 Section 5 – Winch Launch Procedures........................................................................................................... 2-5-1 Winch Inspection and Servicing .......................................................................................................................... 2-5-1 Winch Operation ................................................................................................................................................. 2-5-1 Winch Safety ....................................................................................................................................................... 2-5-2 Winch Launch Personnel .................................................................................................................................... 2-5-3 Position of Launch Crew ..................................................................................................................................... 2-5-3 Winch Launch Signalling Devices ....................................................................................................................... 2-5-3 Winch Launch Signals......................................................................................................................................... 2-5-4 Take-Off and Climb ............................................................................................................................................. 2-5-5 Climb Control Signal ........................................................................................................................................... 2-5-5 Notes on Winch/Auto Launch.............................................................................................................................. 2-5-6 Common Faults on Winch/Auto Launches.......................................................................................................... 2-5-8 Section 6 – Auto Launch Procedures ............................................................................................................. 2-6-1 Auto Launch Vehicle ........................................................................................................................................... 2-6-1 Auto Launch Weak Link Placement .................................................................................................................... 2-6-1 General Notes on Auto Launch........................................................................................................................... 2-6-1 Auto Launch Personnel....................................................................................................................................... 2-6-2 Position of Launch Crew ..................................................................................................................................... 2-6-2 Auto Launch Signals ........................................................................................................................................... 2-6-3 Take-off and Climb.............................................................................................................................................. 2-6-4 Climb Control Signal ........................................................................................................................................... 2-6-5 Section 7 – Glider Emergency Procedures .................................................................................................... 2-7-1 General................................................................................................................................................................ 2-7-1 Simulated Emergencies ...................................................................................................................................... 2-7-1 Canopy Open In Flight ........................................................................................................................................ 2-7-2 Ground Abort....................................................................................................................................................... 2-7-2 Air Tow Emergencies .......................................................................................................................................... 2-7-2 Deployed Spoilers During Air Tow ...................................................................................................................... 2-7-2 Tow Plane Emergency ........................................................................................................................................ 2-7-3 Premature Release (Air Tow) ............................................................................................................................. 2-7-3 Release Failure (Air Tow) .................................................................................................................................. 2-7-4 Glider Release Failure (Winch or Auto Launch) ................................................................................................ 2-7-5 Winch/Auto Launch Ground Abort ...................................................................................................................... 2-7-5 Power Loss/Premature Release on Winch/Auto Launch.................................................................................... 2-7-5 Off-field Landing Procedure ................................................................................................................................ 2-7-7 Section 8 – Tow Aircraft Operations ............................................................................................................... 2-8-1 Introduction.......................................................................................................................................................... 2-8-1 References .......................................................................................................................................................... 2-8-1 Normal Operations .............................................................................................................................................. 2-8-1 Tow Air Craft Crosswind Limitations ................................................................................................................... 2-8-1 Air Tow Release Procedure ................................................................................................................................ 2-8-1 Tow Aircraft Landing Procedures........................................................................................................................ 2-8-2 Solo Flight in Tow Aircraft ................................................................................................................................... 2-8-3

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Section 9 – Tow Aircraft Emergency Procedures.......................................................................................... 2-9-1 Simulated Emergencies ...................................................................................................................................... 2-9-1 Ground Abort and Premature Release (Air Tow)................................................................................................ 2-9-1 Engine Failure While Towing .............................................................................................................................. 2-9-1 Poor Climb Performance During Air Tow............................................................................................................ 2-9-2 Release Failure (Air Tow) ................................................................................................................................... 2-9-2 Tow Aircraft Upset............................................................................................................................................... 2-9-2 Ground Loops ..................................................................................................................................................... 2-9-3 Annex A – Glider Final Assembly Checklist....................................................................................................2A-1 Annex B – Glider Daily Inspection ...................................................................................................................2B-1 Annex C – Glider Trailering Checklist..............................................................................................................2C-1 Annex D – Use of Seat Spacers and Seat Cushions in the ACGP 2-33A .....................................................2D-1 Annex E – 2-33 Weight and Balance Calculations.......................................................................................... 2E-1 Annex F – 2-33 Flight Envelope and Performance Curves ............................................................................ 2F-1 Annex G – Winch 100 Hour Inspection and Winch Daily Inspection............................................................2G-1 Annex H – Splicing Dacron Rope .....................................................................................................................2H-1 Annex I – Making a Lark's Head Knot ............................................................................................................... 2I-1 Annex J – Splice Assemblies and Protection ................................................................................................. 2J-1 Annex K – Dacron Rope End to End Splicing .................................................................................................2K-1 Annex L – Spectra Rope End to End Splicing................................................................................................. 2L-1 Annex M – Rope Rejection Guidelines ........................................................................................................... 2M-1 Annex N – OEM Drawings for Schweizer Protection Method........................................................................2N-1

CHAPTER 3 – GLIDER PILOT COURSE TRAINING PLAN............................................................................. 3-1-1 Section 1 – Flying Training .............................................................................................................................. 3-1-1 General................................................................................................................................................................ 3-1-1 Use of Seat Spacers and Seat Cushions............................................................................................................ 3-1-1 Use of Synthetic Flight Training Devices ............................................................................................................ 3-1-1 Flight Safety ........................................................................................................................................................ 3-1-1 Flying Syllabus .................................................................................................................................................... 3-1-1 Progress Books................................................................................................................................................... 3-1-2 Performance Assessment – General .................................................................................................................. 3-1-2 Proficiency Levels (PLs) – Explanation and Definitions...................................................................................... 3-1-2 Major and Minor Errors –Explanation and Definitions ........................................................................................ 3-1-2 Overall Flight Rating (OFR) – Explanation and Definitions................................................................................. 3-1-2 Solo Flights – Briefing, Monitoring and Debriefing.............................................................................................. 3-1-2 Solo Flights – Unsatisfactory Performance......................................................................................................... 3-1-3 Unsatisfactory Course Progress ......................................................................................................................... 3-1-3 Extra Dual Flights (Additional Instructional) ........................................................................................................ 3-1-4 Course Failure..................................................................................................................................................... 3-1-4 Review Flights..................................................................................................................................................... 3-1-4 Final Flight Test – Timing.................................................................................................................................... 3-1-5 ix

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Final Flight Test – Administration........................................................................................................................ 3-1-5 Section 2 – Flight/Air Lesson – Synopsis....................................................................................................... 3-2-1 Section 3 – Air Lessons/Flights – Details....................................................................................................... 3-3-1 AIR LESSON 1 – FAMIL FLIGHT (AL 1 – 2 000 FEET) ........................................................................................... 3-3-1 AIR LESSON 2 – ATTITUDES AND MOVEMENTS (AL 2 – 2 000 FEET).............................................................. 3-3-4 AIR LESSON 3 – ATTITUDES AND MOVEMENTS – REVIEW (AL 3 – 2 000 FEET)........................................... 3-3-8 AIR LESSON 4 – AIR TOW, STRAIGHT GLIDE AND MEDIUM TURNS (AL 4 – 2 000 FEET) .......................... 3-3-11 AIR LESSON 5 – TAKE-OFF, FLIGHT MANAGEMENT, SECONDARY EFFECT OF CONTROLS AND CIRCUIT PROCEDURES (AL 5 – 2 000 FEET).............................................................. 3-3-16 AIR LESSON 6 – GENTLE TURNS, APPROACH AND LANDING (AL 6 – 2 000 FEET) .................................... 3-3-20 AIR LESSON 7 – BASIC STALLS (AL 7 – 2 500 FEET) ........................................................................................ 3-3-24 AIR LESSON 8 – AIR TOW POSITIONS AND STALLS (AL 8 – 2 500 FEET) ..................................................... 3-3-27 AIR LESSON 9 – STEEP TURNS AND STALLS IN TURNS (AL 9 – 2 500 FEET).............................................. 3-3-29 AIR LESSON 10 – SLIPPING (AL 10 – 2 500 FEET) ............................................................................................. 3-3-32 AIR LESSON 11 – SLIPPING TURNS (AL 11 – 2 000 FEET) ............................................................................... 3-3-35 AIR LESSON 12 – INCIPIENT SPINS AND DRIFT ILLUSIONS (AL 12 – 3 000 FEET) ...................................... 3-3-37 AIR LESSON 13 – SPINS AND SPIRALS (AL 13 – 3 000 FEET) ......................................................................... 3-3-40 AIR LESSON 14 – FLIGHT MANAGEMENT (AL 14 – 1 500 FEET) ..................................................................... 3-3-42 AIR LESSON 15 – CIRCUIT MODIFICATION (HIGH) (AL 15 – 1 500 FEET) ...................................................... 3-3-44 AIR LESSON 16 – CIRCUIT MODIFICATION (HIGH) (AL 16 – 2 500 FEET) ...................................................... 3-3-46 AIR LESSON 17 – CIRCUIT MODIFICATION (LOW) (AL 17 – 1 500 FEET) ....................................................... 3-3-48 AIR LESSON 18 – CIRCUIT MODIFICATION (LOW) (AL 18 – 1 500 FEET) ....................................................... 3-3-50 AIR LESSON 19 –UPGRADE (AL 19– 2 500 FEET).............................................................................................. 3-3-52 AIR LESSON 20 – LAUNCH EMERGENCY, MODIFIED CIRCUIT (AL 20 – 800 FEET) .................................... 3-3-54 AIR LESSON 21 – LAUNCH EMERGENCY, DOWNWIND LANDING (AL 21 – 400-600 FEET) ........................ 3-3-57 AIR LESSON 22 – LAUNCH EMERGENCY........................................................................................................... 3-3-59 AIR LESSON 23 – GENERAL PROGRESS CHECK (AL 23 – 3 000 FEET) ........................................................ 3-3-62 AIR LESSON 24 – SOLO FLIGHT CHECK (AL 24 – 2 500 FEET) ....................................................................... 3-3-64 FIRST SOLO FLIGHT: (SOLO 1: GENTLE AND MEDIUM TURNS – 2 000 FEET)............................................. 3-3-66 AIR LESSON 25 – POST-SOLO REVIEW AND PROGRESS CHECK (1 500 FEET) ......................................... 3-3-68

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...........................TABLE OF CONTENTS PAGE SOLO FLIGHTS 2 TO 5 (SOLOS 2 TO 4: MEDIUM TURNS – 1 500 FEET AND SOLO 5: STEEP TURNS – 1 500 FEET).............................................................................................................3-3-76 AIR LESSON 28 – PRE-FLIGHT TEST COMPREHENSIVE REVIEW (3 000 FEET) .. 3-4-6 PO 403 – Understand Navigation ......................3B-1 CHAPTER 4 – GLIDER INSTRUCTOR COURSE AND LAUNCH CONTROL OFFICER COURSE .................................................................................................. 3-4-1 Lecture Program ............................................. SOLO 8: GENTLE STALLS – 2 000 FEET........................................................................................................... 3-4-31 PO 409 – Be Aware of Flight Safety ...................................................................................... SOLO 9: MEDIUM STALLS – 2 000 FEET..............................................3-3-79 AIR LESSON 29 – FINAL FLIGHT TEST (2 500 FEET) ........................................................................................................................................................................ 4-1-2 Course Failure.......3-3-73 AIR LESSON 27 –... 3A-7 Card 8 – Progress Card and Flight Test Report ............................................................................................................... 3-3-77 SOLO FLIGHTS 16 TO 20 (SOLOS 16 AND 17: SLIPPING – 1 500 FEET AND SOLOS 18 TO 20: TURNS – 1 500 FEET) ................................................................................................................................................................................ 3A-5 Card 6 – Student Activity Record (continued).................................................................................................................................................................................................................................................................................... 3-3-70 AIR LESSON 26 – REVIEW AND PROGRESS CHECK (2 000 FEET) ................................ 3-4-20 PO 407 – Flight Operations.......................................................................................................... 3-4-9 PO 404 – Understand Radio Theory.......................3A-1 Card 1 – Progress Book – Assessment & Documentation ................................................. 3-4-35 Annex A – Standardized National Student Pilot Progress Book........................ 4-1-1 Course Objectives................................. 3-4-12 PO 405 – Understand Meteorology ................................................ 3-4-1 Academic Subjects.................................................................................................................................................................................................................................................................................................................................................................. 3-3-80 Section 4 – Academic Training (Ground School) ............................ 3-3-74 SOLO FLIGHTS 11 TO 15 (SOLOS 11 AND 12: CROSSWIND OPERATIONS – 1 500 FEET................................................... Definitions: Major and Minor Errors.......................... 3-4-14 PO 406 – Understand Theory of Flight ............................................................................. 3-4-34 Main References for Section 4........................................................................................................................................................................... 3A-3 Card 4 – Proficiency Levels (PL) ............................ 3A-6 Card 7 – Proficiency Level Standards................. 3A-2 Card 3 – Flying Training Syllabus – Post-Solo ....................................................... 3-4-27 PO 408 – Understand the Principles of Human Factors in Aviation ... 4-1-2 xi .................................................... 4-1-1 Candidate Prerequisites.......................................................................................................................................................................... 3-3-71 SOLO FLIGHTS 6 TO 10 (SOLOS 6 AND 7: STEEP TURNS – 1 500 FEET.......................................................................................................................................................................................................................................................................................................................................................................... 4-1-2 Briefing and Analysis............... Academic Training......................................................................................................................... 4-1-2 Scope of Flying Training ............. 4-1-2 Extra Dual Flights (Additional Instructional) ....... 4-1-1 Section 1 – Glider Instructor Course .................................................................................................................................................................................................................................... Overall Flight Ratings (OFR)................................................... 3-4-3 PO 402 – Glider Procedures ........................... AND SOLO 10: STALLS WITH OPEN SPOILER ENTRY (2 000 FEET) .............................. 4-1-1 Flying Training – General Directives....... 3A-1 Card 2 – Flying Training Syllabus – Pre-Solo .............................................................................................................................................. AND SOLOS 13 TO 15: MEDIUM AND STEEP TURNS – 1 500 FEET) .......................................................................... 3A-4 Card 5 – Student Activity Record................................................................................................................................................................... 4-1-1 Unsatisfactory Course Progress ........................... 3A-9 Annex B – Qualification Standard – SGS 2-33A Air Cadet Glider Pilot Course.......................COMPREHENSIVE REVIEW AND PROGRESS CHECK (2 500 FEET) .................................................................................................. 3-4-1 PO 401 – Understand Air Law ...................................................... 3A-8 Card 9 – Recording of Initial Cockpit Fitting.........................................................................................

.................................................................. 5-2-3 Section 3 – Power Pilot Conversion to Glider Pilot ............................................................................................... 4-1-26 Phase II Proficiency Level Standards ..................................... 5-1-3 Notes to Flying Syllabus..................................................................................................................................................Administration................................................................... 4-2-3 Course Documentation .................................. SOARING PILOT AND WINCH/AUTO LAUNCH OPERATOR CONVERSION COURSES ................................................................................................................................................. 5-1-3 Flight Test Assessment Procedures .................................................... 4-2-3 Recommendation for Qualification.............................................................................................. 5-1-1 Candidate Prerequisites............................................................TABLE OF CONTENTS PAGE Phase I – Introduction ................. 5-2-1 Course Content .............. 4-2-3 Qualification Certification ....................... 4-1-25 Phase II – Pre-Flight Briefing Progress Card.......................................... 4B-1 CHAPTER 5 – TOW PILOT................................................ 5-3-1 Ground School Instruction Phase ....... 4-2-4 Annex A – Additional Instructional Notes ............................................................................................................................. 4-1-4 Phase I – Flight/Air Lesson Summary Chart.................................................................................................................................................................................. 4-1-21 Phase II – Course Outline ................................................................ 5-2-1 General................................................... 4-1-28 Instructor Development .............................................................................................................................................. 4-2-1 Course Content ............................... 4-1-27 Academic Training ........................................................................... 4-1-6 Phase II – Introduction .................................................................................................................................................................................................................................................................................................... POWER PILOT........................................ 4-2-1 References ............................................................................................. 4-1-29 Flight Safety and Pilot Decision Making in the Training Environment ............................................................................................................................................................................................................................................................................ 5-3-1 Candidate Prerequisites.......................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... 4-2-3 LCO Currency Standards.............. 5-2-1 Candidate Prerequisite..................................................... 5-2-2 Ground School Instruction Phase .....................................................................................Bellanca Scout and L-19....................................................................................................... 5-3-2 xii ......... 4-2-1 General......................................................... 5-1-3 Section 2 – Winch and Auto Launch Conversion Course ...................................................................................... 5-3-1 Course Content ............................................................................... 5-2-1 Air Training Phase.. 5-1-1 Course Content ................................................................................................................... 4-2-1 Candidate Prerequisites.......................................................................................................... 4-1-32 Section 2 – Launch Control Officer (LCO) Course ............................................................................................................................................................................................................................. 4-1-22 Phase II – Flights/Air Lessons........................................................................................................................................ 4-1-3 Phase I – Course Outline ........................................................................................................................................................ 5-2-2 Final Flight Test ......................................................................... 4-1-5 Phase I – Flights/Air Lessons................................................................................................................ 4-2-1 Ground School Instruction Phase ............................................................................................ 5-1-1 General................................................................................................................................................ 5-1-1 Section 1 – Tow Pilot Conversion Course ....................................................................... 4-1-23 Phase II – Air Lesson Progress Card/Flight Test Report........................................................................................................................................................................................................4A-1 Annex B – Qualification Standard –SGS 2-33A Air Cadet Glider Instructor Course........................................................... 5-3-1 References ................................. 4-2-2 Field Training Phase ................................................................................................................................................................................................................. 5-1-1 Ground School Instruction Phase .......... 5-2-1 References .................................... 5-3-1 General.................................. 5-1-1 References .................... 5-1-2 Air Training Phase..................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................

.................................................................... 5-6-1 Candidate Prerequisites......................................................................................................................................................................................... 5-3-4 Post–solo Flights/Air Lessons ............................................. 5-4-3 Section 5 – Winch Launch Operator Course................................................................................................................................... 5-7-1 Candidate Prerequisites.......................................... 5-8-1 Course Content .................................................................................................................................................................................................. 5-8-1 Candidate Prerequisites... 5-5-1 Candidate Prerequisites...................................................... 5-4-1 Course Content ............................................................................................................................................... 5-8-2 Air Training Phase.....................................................................................................................................................TABLE OF CONTENTS PAGE Use of Seat Spacers and Seat Cushions........................ 5-6-1 References ............................................................... 5-5-1 Ground School Instruction Phase ............................................................................................................................................................. 5-8-1 References ..................................................... 5-4-1 References ............................................................................................................ 5-7-1 General........................................Superdog...................... 5-7-1 Ground School Instruction Phase ............................................... 5-4-3 Air Lessons ...................................................................................................... 5-5-1 Course Content ........................................................................................................................................................................................................................ 5-5-4 Qualification Certification ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... 5-6-1 Course Content ...................................................................................................................... 5-8-2 Ground School Instruction Phase ........................................................................................................................................................................................................................ 5-3-4 Pre-solo Flights/Air Lessons ....................................... 5-5-3 Course Documentation .............................................................................................................................................................. 5-5-1 Winch Launch Phase ................................................................................................. 5-7-3 Candidate Assessment .................................................................................................................................................................................................................................. 5-5-3 Course Failure.................... 5-6-1 Ground School Instruction Phase ............................................... 5-6-1 General........................................ 5-7-1 Course Content .............................................................................. 5-4-1 Use of Seat Spacers and Seat Cushions.... 5-8-5 xiii ................ 5-8-1 General...................................................................................................................................................... 5-5-1 General.......................................................................................................................................................................................................................................................................Tow Pilot Conversion Course ..................................................................................................................................................... 5-6-3 Notes to Flying Syllabus.................................... 5-7-2 Air Training Phase................................................................................................................................................................................................................................................................................. 5-7-1 References ............................................................................................... 5-5-2 Course Standard ........................................................ 5-5-4 Section 6 – Tow Pilot Conversion Course ................................................... 5-7-4 Section 8 .................... 5-4-1 Ground School Instruction Phase ................................................................. 5-3-3 Air Training Phase........................................................................................ 5-4-1 General.......................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... 5-8-3 Notes to Flying Syllabus............................................................................................................................ 5-5-1 References ....................................................................... 5-3-5 Proficiency Level (PL) Standards................................................................................................... 5-6-2 Air Training Phase................................................................................................................................................ 5-6-4 Flight Test Assessment Procedures ....................................................................................................................... 5-4-3 Air Training Phase................................................. 5-6-5 Section 7 – L-19 to Superdog Conversion Course ................. 5-4-1 Candidate Prerequisites.................................................................................................... 5-5-4 Recommendation for Qualification................................................................................................................................................................................................................................... 5-7-3 Notes to Flying Syllabus....................................................................................................................................................................................................................Cessna 182 ......................................................................................................................................................................................................................... 5-3-6 Section 4 – Soaring Pilot Conversion to ACGP Pilot ............................................................................... 5-8-5 Flight Test Assessment Procedures ...............................................................................................................................................................................................................................................................................................

............. 6-1-1 Preparation................................. 6-4-6 Penetration Approaches................................................................................................................................................................................................................................................................................................ 6-3-13 Slack Rope Procedures ................................................................................................... 6-2-3 Tow Plane Hook-up Examples.............................................................................................................................................................................................................................................................................................................................................................................................. 6-1-1 Air Cadet Gliding Program Manual .......... 6-3-2 Trim System ........................................................................................................................................................................................................................................................................................6-2-1 Pre-take-off Hand Signals ........................... 6-3-4 Changing Airspeed......................................................................................... 6-3-7 Crosswind Take-Off .......................................................................................... 6-1-2 Local Flying Regulations ................... 6-2-4 Section 3 – Air Handling – General ................................................................................................................. 6-4-6 Strong Wind Down the Runway ...................................................................TABLE OF CONTENTS PAGE Annex A – Qualification Standard – Air Cadet Tow Pilot Conversion Course ................................................................................................................................ 6-4-2 Initial Point (IP) ........................................................................................ 6-4-9 xiv ....................... 6-2-1 Daily Inspection.............................................................................................................. 6-4-7 Illusions of Drift.............................................................................................................................................................................................................................................................................................................................................................................................................................................................................................. 6-4-2 Downwind.................................................................................................................................... 6-3-3 Straight Glide........................................................................................... 6-3-5 Take-off ............................................................................................................................................................................................................................................................................................................................................. 6-3-2 Spoilers/Dive Brakes.................................... 6-2-1 Limited Pre-flight Inspection (Walk-around)......................................................................... 6-3-2 Primary Effects of Controls .................................................................................................................................................................................................................................... 6-3-5 Turning ................................ 6-1-1 Physical Condition and Mental Attitude .......................................................................... 5A-1 CHAPTER 6 – MANUAL OF GLIDER FLYING TRAINING.......................................................................................................................... 6-3-14 Release ................................................................................................................................................................................. 6-4-1 Introduction............................................................................................................. 6-3-10 Boxing the Wake ...................................... 6-1-3 Pilot Information File ........................................................................................... 6-1-1 Section 1 – Student Preparation............................................................................................................... 6-3-15 Section 4 – Circuit and Landing .............................................................................................................. 6-4-9 Flight in Precipitation.................................................................... 6-3-1 Rudder Pedals............. 6-1-1 Introduction................................................................................................................................................................................................................. 6-3-15 Air Tow Emergencies ................................................. 6-4-2 Base Leg ............................................... 6-2-1 Strapping In................................................................................................................................................................................................................................................................................................ 6-1-2 Flight Safety ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... 6-4-7 Landing.............................................................................................................................................................................................................................................................................................................................................................................................................................. 6-3-9 Air Tow ............................................................................................................................................................................................................................. 6-3-1 Control Surfaces ....................................................................... 6-1-3 Section 2 – Ground Handling.......................................................................... 6-2-1 Pre-take-off Check ......................................................................................... 6-2-2 Glider Hook-up Examples.......... 6-4-4 Crosswind Approaches ................................................................................. 6-3-1 Control Column ..................................................................... 6-1-1 Questions ........................................................................................................................................................................................................................... 6-4-1 Circuit Planning ................................................................................................................................... 6-1-2 Look-out .... 6-3-1 Application of Controls ............................................................................................... 6-3-1 Axes of the Aircraft................................................ 6-4-3 Final Approach ..................................................................... 6-1-1 Your Instructor......................................................................................................................................................................................................................................................................................................................................................................... 6-3-4 Secondary Effects of Controls...............................................................................................

............................................................................................ 6-6-2 Recovery – Fully Developed Spin.......................................................................................................................................................................................... Spin and Spiral Check ....................................................................................................................................................................................................................................................................................................................................................................................................... 6-5-2 Stall Procedures...................................................... Index .........................................................................................................................................................................................................................9 pages xv ...................................................... 6-5-1 Symptoms and Recognition of the Stall .............................. 6-6-3 Points to Remember ................................................................................................................ 6-5-3 Steep Turns............................................................................................................................................................................................................... 6-6-1 Entry – Fully Developed Spin.................. 6-6-1 General........ 6-5-1 Stall Recovery ................................................................................................................................................................................... 6-5-3 Section 6 – Spins................ 6-6-3 Spiral Dive .................TABLE OF CONTENTS PAGE Section 5 – Stalls and Steep Turns ....................................................................................................................................................................... 6-6-2 Negative "G" Sensations......................................................................................................................................................................................... 6-6-5 Common Faults in Slipping ........................................................................................................................................... 6-6-6 Index ...................................................................................................................... 6-6-4 Slipping..................................................................... 6-6-2 Safety Factors ..................... Spiral Dives and Slipping .............................................................................................................................................................................................. 6-5-1 Stalls........ 6-6-4 Spin and Spiral Dive Recognition ................................................................................................... 6-5-2 Pre-stall...................................................................................... 6-5-1 Introduction .................................................................................................................................................................................................................................... 6-6-1 Incipient Spin...

......... 2-1-3 2-33 Flight Limitations ..........................................................Vertical View ........ 2-1-10 Crosswind Limitations ........................................................................................................................................................... 2-8-2 Tow Plane Signalling Release ......................................................................................................................................................................................................... 2-4-4 Slack Rope Formation............................................................................................................................................................................................ 2-4-5 Slack During Descent.......................................................................................................................................................... 2-7-4 Modified Circuit... 2-1-4 2-33 Loading Graph ................................................................................................................................................................................................................................................................................................................................................... 2-1-5 2-33 Pre-flight Inspection .................. 2-1-3 2-33 Stalls Speeds ................................................................................................................................................ 2-3-1 TOST Ring..................................... 2-3-1 A Shorty ................................ 2-3-4 Snap Swivel ................................. 2-6-4 Too Fast Signal ................................................................................... 1-4-5 1-4-4 Refresher Training Syllabus ...................................................................................... 2-3-2 Double Fisherman’s Knot......................................................................................................................................................................................................................................................................................................................................................................................................................... 2-3-3 Winch Drogue Chute .......................................................................................................................................... 2-3-4 Drogue Chute Connection to Winch/Auto Rope/Cable......................................................................................TABLE OF FIGURES Table Table Table Table Table 2-1-1 Table Table Table 2-1-2 Table Table 2-1-3 2-2-1 2-2-2 2-2-3 2-2-4 2-2-5 2-2-6 2-2-7 2-2-8 2-2-9 2-2-10 2-2-11 2-2-12 2-3-1 2-3-2 2-3-3 2-3-4 2-3-5 2-3-6 2-3-7 2-3-5 2-4-1 2-4-2 2-4-3 2-4-4 2-4-5 2-4-6 2-4-7 2-4-8 2-4-9 2-4-10 2-5-1 2-5-2 2-5-3 2-5-4 2-6-1 2-6-2 2-6-3 2-7-1 2-7-2 2-7-3 2-7-4 2-7-5 2-8-1 2-9-1 2-9-2 Table PAGE 1-4-1 Tow Pilot Proficiency Requirements and Standards .................................................................................................................................................................Vertical View............................................................................................ 2-2-3 Protected Approach Path ..................................................... 2-2-5 Proper Engagement .............................................................................................................................. 2-2-10 Lifting Forces on a Tied-Down 2-33.......................................................................................................................................................................................................................... 2-4-4 Slack During Turn..................................... 2-7-3 Glider Cannot Release........................................................................................ 2-7-7 Separation Procedure .... 2-7-2 Tow plane Signalling Release.................................................................................................................................................................................................................................................................................. 2-4-7 Controlled Climb Angle........... 2-4-3 Tow Positions .................. 2-4-6 Air Tow Release Procedure ............................................ 1-4-5 1-4-3 Definitions ............................................................................... 2-2-12 Tie-Down Clearances................................................................................................................................................................................ 2-4-2 "All Out" Signal ................................................... 2-2-3 Lateral Transition Slope ......................................................................................................................................................................................... 2-3-3 Double Fisherman’s Knot....................... 2-2-4 Multiple Glider Landing Lanes ............................................................................................................................ 2-5-7 Common Faults on Winch/Auto Launches........................... 2-6-1 Controlled Climb Angle.................................................................................................................................. 2-4-6 Slack Rope ...................................................................................................................................... 2-5-5 Winch/Auto Launch in a Crosswind............................................................................................................................................................................................................................................Horizontal View ............ 2-2-12 Glider Tie-Downs..................................................................... 2-6-4 Confirm Spoilers Closed Signal ............... 2-5-5 Too Fast Signal .......................................... 3-1-1 xvi ....................................................................... 2-4-5 Possibility of Rope/Cable Break/Back Release............... 2-3-4 "Take Up Slack" Signal .......................................................................................... 1-4-7 2-33 Overall Dimensions and Characteristics .......................................................................................................................................................................................................................................................................................................................... 2-4-3 "Stop" Signal............................................... 2-9-1 Confirm Spoilers Closed Signal ......................................................................................... 2-2-8 Incorrect Engagements .............................................................................................................................................................. 2-5-8 Typical Auto Tow Hitch Assembly ................................................................................................................................................................................................................................................... 2-1-3 2-33 Optimum Flying Speeds .............................................................................................................................................................................................................................................. 2-9-2 2-33 Height and Weight Guidelines ............................................................................ 2-2-4 Single Glider Landing Lane .............................Side View .......................... 2-2-13 Schweizer Ring............ 2-1-5 2-33 Stall and Buffeting Speeds .............. 2-2-2 Lateral Obstacle Clearance........................................................Proficiency Levels and Overall Flight Ratings... 2-7-3 Launch Failure Below 200 Feet AGL............. 2-1-4 2-33 Placards.............................................................................................................................................. 1-4-4 1-4-2 Glider Pilot Proficiency Requirements and Standards .................................. 2-1-1 2-33 Cockpit and Controls.................................................................................................................................................................................................................................................................................................................................. 2-2-8 Example of a Right Hand Circuit..........................................................................................................................................................................

.................................................................................................................................................................................................................................................................................................................................................................. 5-4-3 Winch Launch Training Syllabus........................................... 6-1-3 Pre-Take-Off Hand Signals ................................................................................... 5-1-6 Winch/Auto Launch Training Syllabus ............................................................................................................................................................................ 6-3-7 Take-Off Positions ................................................................................................................................................................................................................ 6-6-6 Common Faults in Slipping ........................................................................................................................................................................................................................................................................................ 6-4-8 Stall Symptoms and Methods of Recognition.................................................................................... 6-3-14 The Circuit................................. 6-4-7 Slow Approach......................... 4-1-2 Instructor Course Phase I Phasing Chart ................................................................................................................................................................. 5-3-6 Air Lessons ............................. 6-4-5 Final Approach............................. 6-5-1 Pre-stall............................. 4-1-27 Academic Training Summary ......................................................................... Spin and Spiral Dive Check .............................. 5-1-5 Scout and L-19 Tow Pilot Conversion Course .. 6-2-2 Glider Hook-up Examples.............................................................................................................................................................................................................................................................................TABLE OF FIGURES 3-2-1 3-2-2 4-1-1 4-1-2 4-1-3 4-1-4 4-1-5 4-1-6 4-1-7 4-1-8 5-1-1 5-1-3 5-2-1 5-3-1 5-3-2 5-3-3 5-4-1 5-5-1 5-5-2 5-6-1 5-6-2 5-7-1 5-7-2 5-8-1 5-8-2 6-1-1 6-2-1 6-2-2 6-2-3 6-3-1 6-3-2 6-3-3 6-3-4 6-3-5 6-3-6 6-3-7 6-3-8 6-3-9 6-3-10 6-3-11 6-3-12 6-3-13 6-4-1 6-4-2 6-4-3 6-4-4 6-4-5 6-4-6 6-4-7 6-4-8 6-4-9 6-5-1 6-5-2 6-6-1 6-6-2 6-6-3 6-6-4 6-6-5 PAGE Pre-solo Flying Syllabus ........................................................................... 5-2-2 Pre-solo Flights/Air Lessons – Syllabus................................ 6-3-9 Tow Positions............................................................................................................................................................................................................................................................................ 3-2-1 Post-Solo Flying Syllabus.................................................................................................................................. 6-4-6 Landing................................ 6-3-13 Slack Rope Causes ...................................... 5-3-4 Post-solo Flights/Air Lessons – Syllabus .......................................................... 6-2-4 Axes of an Aircraft..................................................................................................................................................................................................................................................................... 5-7-3 L-19 to Superdog Progression Chart .................................................................................................................................................................................................................................................................Progress Chart ...............Progression Chart................................................................................. 5-3-5 Proficiency Level (PL) Standards.................................. 5-8-6 Clock-Elevation System (Right – 2 o’clock High) .................................................................................................................................................. 6-3-1 Spoilers and Dive Brakes ..................................... 6-3-3 Yaw String................................................................................................................................................................................................................................................................................................................................................................................ 6-3-8 Crosswind Take-Off – Crab Method ........................................................................................................................................................................................... 6-6-1 Spin and Spiral Dive Recognition................................................................. 6-4-8 Balloon/Bounce Recovery ........... 5-5-3 Winch Launch Operator Training Log ..............................................................................Progression Chart................................. 6-4-3 Base Leg Modifications ..................................................................................................................... 4-1-25 Pre Flight Brief Progress Card ................................................. 6-3-11 Tow Position in a Turn ......................................................................................... 6-6-5 Cockpit View of the Forward Slip ............................................. 5-6-6 L-19 to Superdog Conversion Course Syllabus ...................................................................................................................................................... 5-7-5 Cessna 182 Tow Conversion Syllabus ........................................................ 4-1-5 Phase II Flight/Air Lesson Summary Chart..................................................................................................................................................................................................................... 5-8-4 C182 Conversion Course .................Flying Syllabus ................................................................................................................................................................................... 6-3-12 Boxing the Wake....... 4-1-22 Phase II Air Lesson Progress Card/Flight Test Report ... 6-3-2 Pitch Attitudes ..................... 5-5-5 Superdog Tow Conversion Syllabus........................................................................................................................................ 6-3-5 Take-off Hand Signals .............................................................................................................................................................................................................................................................. 5-6-4 Superdog Conversion Course ................................................................................................................... 6-4-3 Options to Correct a Misaligned Approach ..... 6-6-6 xvii ..... 6-6-4 The Forward Slip and the Side Slip.............................. 6-2-3 Tow Plane Hook-up Examples.............................. 6-4-1 Downwind Modifications .............................................. 6-5-2 Stall and Incipient Spin ............................. 4-1-4 Phase I Flight/Air Lesson Summary Chart.................... 3-2-2 Scope – Flying Training................................................................................ 4-1-26 Phase II Flying and Mission Outline PL Standards .......................................................................................... 6-3-10 Lateral Tow Corrections ..................................................................................... 6-3-3 Roll Attitudes ................................................................................................................................. 6-4-5 Crosswind Landing ......................................................................................................................................................................................................................................................... 4-1-28 Scout and L-19 Tow Conversion Syllabus...................................................

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repair. NOTE Normal aircraft inspection. Gliders are launched by three methods: winch.A-CR-CCP-242/PT-005 CHAPTER 1 . directives. standards. which comprises several gliding activities. The ACGP is a national program operated in accordance with policies. In recognition of this partnership. The ACGP is a partnership between the Department of National Defence (DND) and the Air Cadet League of Canada (ACL). Gliders and tow aircraft utilized in the ACGP are owned by the various Provincial Committees of the ACL. such as aircraft maintenance. DAEPM (TH) personnel assigned to the National Technical Authority cell are functionally responsible to DGAEPM. A Spring Familiarization (Famil) Flying program at various locations across Canada in proximity to local Royal Canadian Air Cadet Squadrons (March to June). DND exercises operational and technical control of the ACGP in accordance with TC policies. The ACGP SET Flight Commander is designated the National Evaluation Team Leader. which provides ACGP oversight and reports to AF Trg through Air Force Air Operations and Training (AF AOT). directives. PROGRAM OVERVIEW 2. .GENERAL INTRODUCTION 1. directives. 1-1-1 c. summer and fall flying programs. d. With respect to operations and training. standards. D Cdts & JCR has delegated responsibility for administration of the program to the National Cadet Air Operations Officer (NCA Ops O/D Cdts 4-6). and procedures promulgated by DND.AIR STANDARDS SECTION 1 . At the request of the ACL. RESPONSIBILITIES AND RELATIONSHIPS 3. uses the Schweizer 2-33 or the 2-33A glider (hereinafter referred to as the 2-33). and regulations augmented by policies. a cell within the Directorate of Aerospace Equipment Program Management (Transport and Helicopter) (DAEPM (TH)) has been appointed as the National Technical Authority for the ACGP (DGAEPM (TH) 8). modification. Structural Inspection and Repair Program (SIRP) for the gliders and tow aircraft that results in a regularly scheduled structural confirmation and/or rebuild of each glider and tow aircraft. and instructions promulgated by Director of Cadets and Junior Canadian Rangers (D Cdts & JCR) and Air Force Training (AF Trg). maintenance and snag recovery activities are conducted throughout the spring. or air tow. while allowing the aircraft to maintain civilian registry. With respect to the technical airworthiness aspects of the program. a Standards and Evaluation Team (SET) is established at 2 Canadian Air Division. The ACGP is a year-round program. TC has granted legal custody and control of the aircraft to DND. Commander 1 Canadian Air Division (1 Cdn Air Div) is the Operational Airworthiness Authority (OAA) and has assigned ACGP operational airworthiness responsibilities to 2 Cdn Air Div / Dir AF Trg. comprising approximately 55. The program. The purpose of the Air Cadet Gliding Program (ACGP) is to provide practical aviation experiences to Royal Canadian Air Cadets. b. are civilian-registered in accordance with Canadian Aviation Regulations (CARs) and are fully insured (hull and liability) by the ACL. but administratively controlled by D Cdts & JCR as D Cdts 5-5. The chronological activities of the ACGP on an annual basis are as follows: a. and inspection. auto. A Fall Famil Flying program as per the Spring program (August to December). See Section 6 for details.000 glider flights per year. and is governed by a renewable Contract for Goods and Services. 4. A Summer Glider Pilot Training program for approximately 320 Air Cadets annually in accordance with Transport Canada (TC) Glider Pilot Licence standards. famil and demonstration (demo) flying may also be provided to air cadets attending other summer camp courses (June to August). and A special Winter Maintenance. Where the Regional Gliding School (RGS) is collocated with a summer Air Cadet Camp. 5.

DAEPM(TH) 8. and D Cdts & JCR. Regional Flying Orders shall be read and signed by all personnel engaged in ACGP activities. National. including release points (diagram and/or photograph). including but not limited to: (1) (2) (3) (4) (5) (6) (7) b. ACL representative. Annually. and in accordance with DND National operational. This successful method of promoting the effectiveness and safety of the ACGP is directly related to the discussions and decisions of the members of the conferences: the NCA Ops O. ACGP SET. training. ACGP national policies. TC endorsements. APPLICATION OF NATIONAL DIRECTION 8. and currencies. and instructions. all gliding sites. 7. regional and local SOPs. directives. flying training areas (diagram and/or photograph). Region Cadet Engineering Officers (RC Eng Os). including flight authorization and flight recording procedures. as a minimum.A-CR-CCP-242/PT-005 6. Regional Cadet Air Operations Officers (RCA Ops O) or equivalent are responsible for the conduct of the ACGP within each region in accordance with TC regulations. policies. air traffic control procedures (ground and air). and technical policies. ACR-CCP-242/PT-005. and all auto launch personnel. 12. orders. traffic patterns (diagram and/or photograph). and instructions detailed in paragraph 8. the following information: a. 11. Standard Operating Procedures (SOPs). standards. By signing. RGS and gliding site orders and directives. and Flight Safety Program Philosophy and program description or reference to outside FS document. directives. The ACGP is executed by the various Regional Cadet Support Units (RCSU). 10. Region Flying Orders shall include. Air Cadet Gliding Program Manual. appropriate flight safety officers (FSOs). Annually. and emergency response procedures. PILOT TRAINING RECORD 13. including alternate landing areas (diagram and/or photograph). all winch launch personnel. and amend as required. command and control. review. RCA Ops Os. and maintenance policies. All flying and associated ground activities shall be conducted in accordance with the applicable CARs. training. To assist in ensuring that all active ACGP pilots hold the required ACGP qualifications. tow patterns. These orders may be more restrictive but shall not contravene national direction. airfield layout. a PTR shall be generated for all ACGP pilots. Regional Flying Orders shall complement and supplement National operational. 1-1-2 . ACGP SET. and instructions. and Director Flight Safety (DFS) staff. and instructions as approved by the OAA and National Technical Authority maintenance and repair directives. TC ratings. standards. REGIONAL FLYING ORDERS 9. c. personnel shall signify understanding and compliance. the NCA Ops O and DAEPM(TH) 8 each chair a conference to discuss. Regional Flying Orders shall be produced by the RCA Ops O and distributed to the RGS.

d. All items within the PTR shall be held for a minimum of one year. ratings. noting date of exam. contain: a. exam results. and medical certificate. c. The PIF shall contain supplementary operational. and the name of the instructor conducting the debriefing. pilot upgrades. PILOT INFORMATION FILE 16. In order to promote proficiency. and Total time on each ACGP aircraft type. and those cards specified under the APC program. currency and flight safety.A-CR-CCP-242/PT-005 14. Copies of current pilot licensing. 17. and all flight progress cards from currency flights. or copy(ies) of: 1) results from applicable proficiency exams. and regulatory directives and information which impact on the safe and effective execution of the ACGP. training. The original(s). as a minimum. A summary of ACGP qualifications and the date each was obtained. PIC. Instructor. maintenance. and which are not available in published directives. 1-1-3 . the RCA Ops O shall maintain a Pilot Information File (PIF) system at the RGS and all regional gliding sites. flight safety. PIFs shall be reviewed on an annual basis and those items of a recurring nature should be re-issued for the following year. PTRs shall be maintained by the RCA Ops O and shall. A PIF should be relatively temporary in nature and ideally be replaced within one year by a permanent order in the appropriate publication. b. endorsements. 2) 15.

A-CR-CCP-242/PT-005 (this page intentionally left blank) 1-1-4 .

However. Two vacancies are normally provided to ACGP personnel on each BFSC. The RCA Ops O shall ensure that all regional ACGP supervisory and flight safety personnel fully understand ACGP Flight Safety procedures. in response to the ACGP spring familiarization. The Canadian Forces (CF) is responsible for the establishment and implementation of Flight Safety policy for the ACGP in accordance with A-GA-135-001/AA-001. 2. ACGP Flight Safety policy is established by the Chief of the Air Staff/DFS and implemented by the Region Commander. BASIC FLIGHT SAFETY COURSE (BFSC) 6. DFS will initiate Flight Safety Investigations (FSIs) for accidents and selected incidents in accordance with the severity or the potential for severity of the occurrence. consideration will be given to placing a RCA Ops O on a course. Specifically. the RCA Ops O shall advise D Cdts & JCR and the assigned FSOs as soon as possible of the location and schedule of all regional ACGP activities. 1-2-1 . ADVANCED FLIGHT SAFETY COURSE 7. In order to assist the regions in the implementation of Flight Safety policy. on an annual basis. The RCA Ops O shall complete the BFSC as soon as possible after assuming the position of RCA Ops O. There is no requirement for a RCA Ops O to attend the Advanced Flight Safety Course. FLIGHT SAFETY OFFICER SUPPORT 3. Each gliding site and RGS shall have a designated person who is responsible for the implementation of a Flight Safety Program. should there be vacancies available. DFS provides advice and assistance directly to D Cdts & JCR. Subsequently. 4. D Cdts & JCR will advise the RCA Ops O of the availability of these training slots and the RCA Ops O will select appropriate personnel to attend. 5. DFS. CAS will align FSOs with proximate gliding sites. fall familiarization and RGS locations and schedules.A-CR-CCP-242/PT-005 SECTION 2 FLIGHT SAFETY GENERAL 1. Additionally. A-GA-135-001/AA-002 and A-GA-135-002/AA-001. the Chief of the Air Staff (CAS) has assigned regular force Flight Safety Officers (FSOs) to each of the Regional Commanders.

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Civilian Instructors directly involved in instructing cadets. Air Cadets. currency and proficiency checks shall be completed by a qualified pilot holding at least one qualification level higher than the person being checked. and Civilian Instructor Tow Pilots when approved by D Cdts & JCR. and rating prerequisites and standards may operate ACGP gliders. a Tow Aircraft Check Pilot is also qualified as a Tow Pilot but not as a Tow Aircraft Standards Pilot. tow aircraft. Conversely. Glider Maintenance Pilot. The RCA Ops O shall only grant the qualification after review and confirmation of the applicable Pilot Training Record documentation (see Ch 1 Sec 1 Pilot Training Record). Requests for waivers shall be forwarded to the ACGP SET prior to NCA Ops O approval. Regular Force personnel who wish to participate in the ACGP may do so IAW CF Mil Pers Instr 03/10. Qualification upgrading may be approved by the RCA Ops O providing that the necessary licence. Glider Maintenance Pilot. d. Glider Instructor Pilot. The following personnel who meet the prescribed TC and ACGP licence.EXPLANATION 5. and all Tow Pilot qualifications. Primary Reserve Force Members who wish to participate may do so with written permission of their Commanding Officer. Generally. Cadet Instructor Cadre personnel. PARTICIPATION BY PERSONNEL 2. and may perform associated supervisory and/or instructional duties with the approval of the RCA Ops O or equivalent: a. Tow Aircraft Pilot. with the following exceptions: Glider Instructor Standards and Check Pilots. a Tow Aircraft Standards Pilot is also qualified as a Tow Aircraft Check Pilot and a Tow Pilot. To the greatest extent possible. c. QUALIFICATION STANDARDS . RCA Ops Os may delegate granting authority to regionally designated personnel for qualifications. the qualifications listed in the following paragraphs are hierarchical in nature. QUALIFICATION UPGRADING 4. Regular or Reserve Force personnel. NOTE Qualifications that are not hierarchical in nature are the unique qualifications for Tow Aircraft Maintenance Pilot. A list of authorized and qualified military personnel participating in the ACGP shall be maintained by the RCA Ops O. b. medical. and/or launch equipment. rating and experience prerequisites have first been met. and Cross-country qualifications in all aircraft. Waivers to qualification prerequisites will be granted only in exceptional circumstances. qualification. For example. upgrade. e. 1-3-1 .A-CR-CCP-242/PT-005 SECTION 3 PERSONNEL QUALIFICATION STANDARDS AUTHORIZED PERSONNEL 1. 3.

Commercial (Aeroplane) or ATPL (Aeroplane) Licence. b. Commercial (Aeroplane) or ATPL (Aeroplane) Licence. The pilot shall: (1) hold a valid Canadian Private Pilot Licence. When so designated by the RCA Ops O. the candidate shall record the time in the “Remarks” column of the logbook. The following are applicable: a. Prerequisites. to conduct conversion to type. When so designated by the RCA Ops O. Qualification Title − Tow Aircraft Check Pilot Duties. Such demos shall include not less than 10 take-offs and landings. then the Tow Aircraft Standards Pilot conducting the checks must hold a Commercial or higher licence valid for aeroplanes. Qualification Title − Tow Aircraft Standards Pilot Duties. (2) (3) (4) have acquired not less than 600 hours PIC. b. The pilot shall: (1) hold a valid Canadian Private Pilot. NOTE If a pilot undergoing proficiency and/or currency checks in accordance with the standards and procedures detailed in this document is not current in accordance with TC regulations. a Tow Aircraft Standards Pilot is authorized: (1) (2) (3) (4) c. Prerequisites.A-CR-CCP-242/PT-005 QUALIFICATION STANDARDS − TOW AIRCRAFT PILOTS 6. have logged at least 100 hours PIC on type since upgrading to Tow Aircraft Check Pilot: and have successfully demonstrated. then the 1-3-2 c. . If the Standards Pilot holds a Private Pilot Licence. NOTE If a pilot undergoing conversion. hold a Tow Aircraft Check Pilot qualification. proficiency and/or currency checks in accordance with the standards and procedures detailed in this document is not current in accordance with TC regulations. (5) 7. This time cannot be credited towards total time or for the purpose of licence upgrade. a Tow Aircraft Check Pilot is authorized to conduct annual tow aircraft proficiency and currency checks and towing proficiency and currency checks. of which at least 5 must be conducted in crosswind conditions. from the rear seat of the tow aircraft. The following are applicable: a. Annex A). to conduct Tow Aircraft Check Pilot upgrade. a Proficiency Level 4 in performing sequences detailed in the Tow Pilot Flight Test Report (see Chapter 5. and to conduct Tow Aircraft Standards Pilot upgrade. to conduct towing conversion.

or a TC Class III Instructor rating. The following are applicable: a. of which at least 5 must be conducted in crosswind conditions. a Tow Aircraft Maintenance Pilot is authorized to conduct maintenance test flights. (3) c. If the pilot has previously held a CF QFI or IP rating. or ATR (Aeroplane) Licence. The pilot shall: (1) hold a valid Canadian Private Pilot. or a TC Instructor rating. and have successfully demonstrated. the candidate shall record the time in the “Remarks” column of the logbook. (3) (4) 2. 1-3-3 . and have acquired not less than 100 hours PIC on the tow aircraft type for which the maintenance test flying is required. a Tow Pilot is authorized: (1) (2) to conduct local towing operations in support of glider famil programs and/or RGS training. Commercial (Aeroplane). The following are applicable: a. Prerequisites. If the pilot has previously held a CF QFI or IP rating.c.(3) may be waived. (2) have acquired not less than 400 hours PIC of which not less than 200 hours PIC shall be on the tow aircraft type for which the qualification will be authorized. have successfully completed the Tow Aircraft Conversion Course (see Chapter 5). to conduct air cadet famil and demo flights (see Chapter 1 Section 6 for restrictions during towing operations). The pilot shall: (1) (2) (3) hold a valid Canadian Private Pilot. When so designated by the RCA Ops O. Commercial (Aeroplane). from the rear seat of the tow aircraft. Qualification Title − Tow Pilot Duties. c. When so designated by the RCA Ops O. then the Instructional Technique training detailed previously in subparagraph 8. providing that the pilot has been employed as a qualified ACGP tow pilot within the previous 12 months. or ATPL (Aeroplane) Licence. 9. Qualification Title − Tow Aircraft Maintenance Pilot Duties. Prerequisites. and to conduct tow aircraft cross-country operations provided that there are no gliders under tow. have successfully completed the Tow Aircraft Conversion Course (see Chapter 5) and the Instructional Technique portion of the Glider Instructor Course (see Chapter 4).A-CR-CCP-242/PT-005 Tow Aircraft Check Pilot conducting the checks must hold a Commercial or higher licence valid for aeroplanes. a Proficiency Level 4 in performing the sequences detailed in the Tow Pilot Flight Test Report (see Figure 5-1-2 on page 5-1-5). b. If the Check Pilot holds a Private Pilot Licence. Such demos shall include not less than 10 take-offs and landings. This time cannot be credited towards total time or for the purpose of licence upgrade. 8. NOTES 1. b. then the PIC time on the tow aircraft type may be reduced to 50 hours.

Qualification Title – Glider Check Pilot Duties. to conduct Glider Check Pilot upgrade. and shall meet Transport Canada recency requirements and shall have flown. b. and have been successfully employed as a RGS Glider Instructor for at least three years and shall have acquired not less than 60 instructional hours in gliders. 11. 1-3-4 . 2. (2) (3) c. a Glider Instructor Standards Pilot is authorized: (1) to conduct training for the purpose of upgrading pilots to a TC Flight Instructor Rating (Gliders). The pilot shall: (1) (2) (3) hold a valid Canadian Flight Instructor Rating (Gliders). or not less than 150 hours PIC time on aeroplanes if the course is to be conducted on the L-19/C305 aircraft. have successfully completed the Tow Aircraft Conversion Course (see Chapter 5). as a minimum. a Glider Check Pilot is authorized: (1) to conduct rear seat glider famil training and upgrades for glider pilots selected to carry out famil flights with passengers in either the front or rear seat. and to conduct Glider Instructor Standards Pilot upgrade. has acquired not less than 25 hours PIC on the tow aircraft type.A-CR-CCP-242/PT-005 (2) have acquired not less than 100 hours PIC time on aeroplanes if the course is to be conducted on the Bellanca Scout. The following are applicable: a. NOTE The RCA Ops O may extend the tow qualification and duties to include cross-country operations provided that. NOTE If the pilot has previously held a CF QFI or IP rating. or a TC Instructor rating. Qualification Title – Glider Instructor Standards Pilot Duties. and has successfully demonstrated PL 4 on at least one cross-country under the direct supervision of a Tow Standards Pilot or Check Pilot qualified for cross country operations. the instructional hours in gliders may be reduced to 25 hours. When so designated by the RCA Ops O. Prerequisites. be a graduate of the ACGP Glider Instructor Course (see Chapter 4). When so designated by the RCA Ops O. and the pilot has been successfully employed as a RGS glider instructor for at least one year. in addition to the prerequisites stated previously. (3) (4) QUALIFICATION STANDARDS – GLIDER PILOTS 10. 5 hours PIC on aeroplanes in the preceding 12 months. b. The following are applicable: a. the pilot: 1.

then the qualification may be granted. 13. and to conduct air cadet demo flights. Prerequisites. When so designated by the RCA Ops O. the qualification may be granted. Prerequisites. a Glider Maintenance Pilot is authorized to conduct maintenance test flights. to conduct annual glider proficiency checks. to conduct glider pilot training.c. 12. and have been successfully employed as a RGS Glider Instructor for at least one year and shall have acquired not less than 25 instructional hours in gliders. b. 1-3-5 . The following are applicable: a. provided that the pilot has been successfully employed in the Spring and Fall Famil Programs for at least one year. The pilot shall: (1) (2) (3) hold a valid Canadian Flight Instructor Rating (Gliders). or a TC Class III Instructor rating. When so designated by the RCA Ops O. 2. b. Qualification Title – Glider Instructor Pilot Duties. (3) (4) c. be a graduate of the ACGP Glider Instructor Course (see Chapter 4). As per Note 1. NOTES 1. and to conduct glider currency checks as required. and have been successfully employed as a RGS Glider Instructor for at least one year and shall have acquired not less than 25 instructional hours in gliders. Prerequisites. (3). provided that the pilot has been successfully employed in the Spring and Fall Famil Programs for at least three years and has acquired not less than 50 hours PIC in gliders. a Glider Instructor Pilot is authorized: (1) (2) c. c. and be a graduate of the ACGP Glider Instructor Course (see Chapter 4). The pilot shall: (1) (2) hold a valid Canadian Flight Instructor Rating (Gliders). Qualification Title – Glider Maintenance Pilot Duties. The pilot shall: (1) (2) (3) hold a valid Canadian Flight Instructor Rating (Gliders).A-CR-CCP-242/PT-005 (2) to conduct front seat glider famil training and upgrades for glider pilots selected to carry out famil flights with passengers in the rear seat only. be a graduate of the ACGP Glider Instructor Course (see Chapter 4). If the pilot does not meet the course and/or employment requisites detailed in subparagraph 13. The following are applicable: a. except that if the pilot has previously held a CF QFI or IP rating.

enroute climbs and descents and be of at least one hour duration. and c. release. a Glider Famil Pilot (Rear Seat) is authorized to conduct glider famil flights from either the front or rear seat of the glider. b. The following are applicable a. When so designated by the RCA Ops O. or has successfully completed flying training to CF "Wings" standard. 15. A cross-country flight is defined as one requiring a study of the route to be flown. have acquired not less than 10 hours PIC in gliders. or has successfully completed flying training to CF “Wings” standard. circuit and landing to a PL 4. emergency landing sites etc. or not less than 10 hours PIC. then the 10 hours PIC in gliders may be waived. The study should include such items as weather. Qualification Title – Glider Pilot (Cross-Country) Duties. NOTE If the pilot holds a valid Canadian Private Pilot License or higher. The following are applicable: a. NOTES 1. Qualification Title – Glider Familiarization Pilot (Rear Seat) Duties. As well. When so designated by the RCA Ops O. have acquired: (a) (b) (3) not less than 15 hours PIC. tow. and the pilot has acquired 5 hours PIC as a Glider Familiarization Pilot (Front Seat). 1-3-6 . including not less than 100 flights in gliders. The pilot shall: (1) (2) hold a valid Canadian Glider Pilot Licence. including not less than 200 flights in gliders. b. 2. then the PIC requirements and number of flights in gliders may be waived. Prerequisites. the flight should consist of different departure and arrival airports.A-CR-CCP-242/PT-005 14. Prerequisites. and have successfully demonstrated the ability to consistently perform the takeoff. c. and have successfully demonstrated PL 3 on at least one cross country tow under the direct supervision of a Glider Standards Pilot or Check Pilot qualified for cross country operations. The pilot shall: (1) (2) (3) hold a valid Canadian Glider Pilot Licence. have successfully demonstrated the ability to brief the passenger on the characteristics and limitations of the glider and the flying sequences authorized to be performed during the famil flight. a Glider Pilot is authorized to conduct cross-country air tow operations. If the pilot holds a valid Canadian Private Pilot Licence or higher.

the Soaring Pilot Conversion Course to ACGP Pilot or the Power Pilot Conversion to Glider Pilot Course. release circuit and landing to a PL 4. The following are applicable: a. Duties. When so designated by the RCA Ops O. b. have successfully demonstrated the ability to brief the passenger on the characteristics and limitations of the glider and the flying sequences authorized to be performed during the famil flight. c. remain at the normal LCO place of duty on the airfield/gliding site until officially relieved by the Flight Commander/Gliding Site Commander or the follow-on LCO. and (2) 1-3-7 . Prerequisite. QUALIFICATION STANDARDS – LAUNCH CONTROL OFFICER 18. b. b. When so designated by the RCA Ops O. then the 10 hours PIC in gliders may be waived. Qualification Title – Launch Control Officer (LCO) Authorization. and have successfully demonstrated the ability to consistently perform the takeoff. tow. and have flown at least three solo flights utilizing the same launch method as that intended for the passenger carrying flight. The pilot shall: (1) (2) hold a valid TC Glider Pilot Licence. Passengers are prohibited. c. during flying operations. or has successfully completed flying training to CF "Wings" standard. (3) 17.A-CR-CCP-242/PT-005 16. the LCO shall: (1) direct and ensure the safe and efficient operation of all gliding and gliding support activities on the airfield. a Basic Glider Pilot is authorized to fly as PIC. The following are applicable: a. The following are applicable: a. The pilot shall: (1) (2) hold a valid Canadian Glider Pilot Licence and shall have 10 hours PIC in gliders. c. Prerequisites. Qualification Title – Glider Familiarization Pilot (Front Seat) Duties. Qualification Title – Basic Glider Pilot Duties. the recovery of tow planes and monitor the recovery of gliders. and be a graduate of the ACGP Glider Scholarship Course. The RCA Ops O shall be the granting authority for an LCO qualification. and shall specifically coordinate and control the launches and all ground movements of gliders and tow planes. NOTE If the pilot holds a valid Canadian Private Pilot Licence or higher. a Glider Famil Pilot (Front Seat) is authorized to conduct glider famil flights only from the front seat of the glider. Under the direction of the RGS Flight Commander/Gliding Site Commander.

the air and ground situation and all flight safety considerations. the planned operation. The Winch Launch Instructor shall have been employed as a winch operator for at least one year and shall have satisfactorily completed at least 250 launches. practical application of emergency procedures including at least two simulated emergencies. c. 20. d. Prerequisites. normal and emergency signals and local flying orders. b. The following are applicable: a. When so designated by the RCA Ops O. a Winch Launch Operator is authorized to conduct winch launches. c. as a minimum. The LCO shall: (1) have the following: (a) (b) (c) a Glider Instructor Rating. and (2) have successfully completed the LCO Qualification Course (see Chapter 4). When so designated by the RCA Ops O. (2) (3) (4) (5) 1-3-8 . including a certification to carry out and authorize daily inspections (DIs). the successful completion of a minimum of 10 winch launches under the direct supervision of a Winch Launch Instructor. or a Tow Pilot qualification. QUALIFICATION STANDARDS – WINCH LAUNCH PERSONNEL 19. Prerequisites. or the candidate has acquired not less than 10 hours PIC in gliders including not less than 200 flights (mandatory for a RGS LCO).A-CR-CCP-242/PT-005 (3) ensure that a comprehensive hand-over briefing is provided to the follow-on LCO to include. The following are applicable: a. The Winch Launch Operator shall have successfully completed a course of instruction as follows: (1) a briefing on winch launch procedures including normal and emergency SOPs. including not less than 125 flights. the observation of a minimum of 10 winch launches conducted by a Winch Launch Instructor. Prerequisites. a Winch Launch Instructor is authorized to conduct winch launch training. Qualification Title – Winch Launch Operator Duties. Qualification Title – Winch Launch Instructor Duties. and instruction and practical experience on associated equipment and rope/cable splicing. b. of which one may be a winch power loss scenario. or a Glider Famil Pilot qualification provided that the candidate has acquired not less than 20 hours PIC in gliders.

and have been employed as an Auto Launch Driver and Observer for at least one year and shall have satisfactorily completed at least 250 launches. . b. an Auto Launch Observer is authorized to conduct auto launches. an Auto Launch Instructor is authorized to conduct auto launch training for Auto Launch Drivers and Auto Launch Observers. b. The Auto Launch Observer shall: (1) (2) hold or shall have held a valid Canadian Glider or Private Pilot Licence or higher. Prerequisites. and have successfully completed a course of instruction as follows: (a) a briefing on retrieve procedures including normal and emergency SOPs. normal and emergency signals and local flying orders. (b) (c) (d) QUALIFICATION STANDARDS – AUTO LAUNCH PERSONNEL 22. acting as the vehicle control and safety officer and directing the actions of the driver. When so designated by the RCA Ops O. Prerequisites. normal and emergency signals and local gliding site/aerodrome operating procedures. c. The Retrieve Driver shall: (1) (2) hold a valid Driver's Licence(s)/Operator's Permit(s) for the vehicle being used. The Auto Launch Instructor shall: (1) (2) hold or shall have held a valid Canadian Glider or Private Pilot Licence or higher. Qualification Title – Auto Launch Observer Duties. c. 1-3-9 c. and instruction and practical experience on associated equipment and rope/cable splicing including a certification to carry out and authorize DIs. The following are applicable: a. Qualification Title – Auto Launch Instructor Duties. The following are applicable: a. a Winch Rope/Cable Retrieve Driver is authorized to drive the retrieve vehicle during winch operations to retrieve the rope/cable from the winch for launch. The following are applicable: a. including normal and emergency SOPs. the observation of a minimum of three retrieves conducted by a qualified Retrieve Driver. When so designated by the RCA Ops O. When so designated by the RCA Ops O. and have successfully completed a course of instruction as follows: (a) a briefing on auto launch procedures.A-CR-CCP-242/PT-005 21. the successful completion of a minimum of three retrieves under the direct supervision of a qualified Retrieve Driver. Qualification Title – Winch Rope/Cable Retrieve Driver Duties. Prerequisites. b. 23.

and instruction and practical experience on associated equipment and rope/cable splicing. practical application of emergency procedures including at least two simulated emergencies. and have successfully completed a course of instruction as follows: (a) a briefing on auto launch procedures. and demonstration of the ability to safely and effectively direct the actions of the driver of the auto launch vehicle. 24. When so designated by the RCA Ops O. NOTE (c) (d) (e) Only one of the auto launch crew (driver or observer) may be under instruction in a vehicle engaged in auto launches. (b) (c) (d) (e) 1-3-10 . the successful completion of a minimum of 10 auto launches under the direct supervision of an Auto Launch Instructor. the observation of a minimum of 10 auto launches conducted by an Auto Launch Instructor operating the vehicle. Qualification Title – Auto Launch Driver Duties. normal and emergency signals and local flying orders. The Auto Launch Driver shall: (1) (2) hold a valid Driver's Licence(s)/Operator's Permit(s) for the vehicle being used. the successful completion of a minimum of 10 auto launches under the direct supervision of an Auto Launch Instructor. The following are applicable: a. Prerequisites. including a certification to carry out and authorize DIs. b. practical application of emergency procedures including at least two simulated emergencies.A-CR-CCP-242/PT-005 (b) the observation of a minimum of 10 auto launches conducted by an Auto Launch Instructor operating as the observer. c. including normal and emergency SOPs. NOTE Only one of the auto launch crew (driver or observer) may be under instruction in a vehicle engaged in auto launches. an Auto Launch Driver is authorized to drive the launch vehicle during auto launch operations.

or other limitation. i. All anti-motion sickness drugs such as Gravol (dimenhydrinate). Hypnotics/Sedatives such as Imovane (zopiclone). less than 8 hours before reporting for duty. g. d. b. it remains the responsibility of the individual aircrew member to seek proper medical advice when health issues coincide with flight duties.. herbal.ACGP personnel shall not conduct flight duties while suffering from any illness. Smoking cessation aids such as Zyban (bupropion) and Champix (varenicline). Antidepressants such as Celexa (citalopram). and 602. Blood Donations .06. The common cold will be a frequent occurrence during ACGP operations. e. providing that no flying activities take place until 72 hours after the blood donation. 1-4-1 c. d. e. relief of musculoskeletal aches. Robaxacet (acetaminophen/methocarbamol) and others. all ACGP personnel shall adhere to the following: a. and snacks and liquids as required. Zoloft (sertaline) and Wellbutrin (bupropion). they shall not fly until at least 48 hours have passed since discontinuing treatment or they have been cleared by a CAME or CF Flight Surgeon. 602. c. headache. or over-the-counter (OTC). The use of ASA (Aspirin) and non-steroidal anti-inflammatory drugs (NSAIDS) during flying duty is not allowed unless cleared by a CAME or CF Flight Surgeon. but are not limited to: a. For simple analgesia (e. decongestants and/or antihistamines. governed by Canadian Aviation Regulations (CARs) 404.ACGP personnel engaged in supervisory/flying duties shall maintain proper nutritional habits. f. ACGP personnel shall not conduct flight duties while under the influence of medication. 3. Longer-acting antihistamines such as Tavist (clemastine) and Reactine (cetirizine). Hypoglycaemia . Alcohol . and in no case.02. prescription or OTC medication and particularly those containing cough suppressants. etc. that is likely to impair the performance of that person's duties as a flight crew member. personnel shall consume a breakfast. Cipralex (escitalopram).g. dinner. without approval of a Civilian Aviation Medical Examiner (CAME) or CF Flight Surgeon. Muscle relaxants (e. especially in combination with codeine or meprobamate such a 282 MEP). Prescription and OTC Medication – Except as mentioned in paragraph 3. On matters pertaining to overall fitness to fly and medication. Other common medications and herbal agents that are prohibited unless cleared for use by a CAME or CF Flight Surgeon include. Fitness to Conduct Flight Duties . PROFICIENCY AND CURRENCY STANDARDS PHYSIOLOGICAL RESTRICTIONS 1. Bonamine (meclizine) or skin patches containing scopolamine.e. Restoril (temazepam) and all the benzodiazepine family. . lunch.ACGP personnel engaged in flying duties can donate blood. If individuals take cough and cold medications. 2.03.) the use of acetaminophen (Tylenol) is allowed during flying duty.ACGP personnel involved in flying operations shall not consume any alcoholic beverages for at least the period of 12 hours immediately prior to flight. b.A-CR-CCP-242/PT-005 SECTION 4 AEROMEDICAL. Systemic steroids (anabolic steroids are not permitted at any time).g. whether prescribed. In all circumstances.

RGS COs and Gliding Site Commanders may declare a reduced CR period provided that at least eight hours of uninterrupted rest is assured. Cross-country flights and soaring may exceed two and a half hours. including ground operations. CR should be a minimum of 12 hours. c. PICs shall report the circumstances to the CO/Site Commander. gliders. The normal Duty Day should not exceed 12 hours. k. pilots shall not engage in flying related activities. and Aircrew shall not fly (any combination of civilian or military flying) more than: (1) (2) (3) 120 hours in any consecutive 30-day period. refer to CATO 13-22. it remains the PIC's responsibility to ensure that adequate CR is attained. maintenance and other delays or any other work directly related to flying in that Duty Day). Duty Hours. Crew Rest. Creatinine. Smoking is prohibited in ACGP aircraft or equipment. 8.A-CR-CCP-242/PT-005 h. it will not exceed 14 hours. PICs may declare unscheduled CR whenever they consider fatigue could jeopardize the safety of the flight. Regardless. CFIs may authorize up to eight flights in a day based on student fatigue level. 4. 5. 300 hours in any consecutive 90-day period. Following duty days exceeding 12 hours. is normally two hours but not to exceed two and a half hours. Crew Rest (CR) is defined as that time provided for physiological rest to recover from flying duties or provided for rest prior to standby duties. 7. In any case. The following times should normally be the maximum times for ACGP personnel: a.000 hours in any consecutive 12-month period. Maximum continuous cockpit time for familiarization flying. During the rest period. fuel storage or refuelling areas. Duty Day commences when an individual reports for duty and ceases when they are released from duty (this includes mission and weather briefings. Isotretinoin (Accutane) for acne treatment. and instruction. CR begins when an individual is released from duty. hangars. RCA Ops Os may authorize up to 10 flights per day with notification to the NCA Ops O and ACGP SET. In the post-solo phase and in exceptional circumstances. AIR . The Transport Canada Aeronautical Information Manual (TC AIM). John’s Wort. In addition. i. Students on the Basic Glider Course shall fly a maximum of six flights per day. EMPLOYMENT RESTRICTIONS 6.Airmanship Chapter 3. Pilots shall have a minimum rest period of 30 minutes after each two hours of cockpit time.0 can also be referred to for generalized information. St. j. For designated smoking areas. ACGP personnel seeking further information on Aeromedical Factors and associated Physiological Restrictions should consult with either a CAME or CF Flight Surgeon. A maximum of five hours instructional per day and a maximum of eight hours can be flown if instruction is combined with any other flying. l. and Valerian. Ephedrine-containing compounds. a minimum of 14 hours CR should be attained. Periods of rest acquired during the Crew Duty Day shall not be considered rest for the purposes of either extending the computed length of the Duty Day or reducing the length of the CR period. Duty. Smoking is also prohibited within 50 feet of tow aircraft. or 1. 1-4-2 . towing. b. When unscheduled CR is declared.

14. All ACGP pilots shall possess a current Medical Certificate valid for the TC licence(s) and/or rating(s) held by the pilot. a.The purpose of an Annual Proficiency Check (APC) is to validate the competency and safety of ACGP aircrew through ground briefings. ANNUAL PROFICIENCY CHECK 11. Validity . FIRST AID QUALIFICATION REQUIREMENT 10. 1-4-3 . Open and Closed Book exams shall be revised annually. John's Ambulance Emergency First Aid qualification. pilots’ knowledge on important topics. Authority . Ground Loop Phenomenon (tow pilots) and a detailed review of Chapter 2 Section 9 GROUND LOOPS. The pass mark for both examinations shall be 85 corrected to 100 percent in a face-to-face debriefing by an applicable Check or Standards pilot. The topics below shall be addressed during ground briefings: (1) (2) (3) Updates to Air Standards and SOPs. and Flight Safety Review of pertinent incidents/accidents. updating. ACGP aircrew shall be evaluated by Check or Standards pilots as designated by the RCA Ops O. Anniversary .An APC is valid for 13 months from the APC anniversary date. 15. The following publications shall form the basis for the ground briefings: (1) (2) (3) b. A-CR-CCP-242/PT-005. Examinations shall be administered as follows: a. the original anniversary date will be maintained. The person drafting the written exams may be exempt from both exams. An Open Book and Closed Book exam shall be completed prior to the proficiency flights. 13. Every pilot shall write an Open Book examination applicable to the aircraft type.A-CR-CCP-242/PT-005 MEDICAL STANDARD − TC LICENCES 9. They shall be completed prior to the proficiency flights. which is to include questions on the following subject matter: (1) Flying Orders and SOPs. (4) 16. ACGP pilots shall not act as PIC without a valid APC. Tow Aircraft Upset Phenomenon (both glider and tow aircraft pilots). and SOPs and PIFs.The date of full APC completion is designated as the APC anniversary date. At least one member of the supervisory staff present during ACGP operations should be in possession of a St. written examinations. and check flights.The RCA Ops O is the issuing authority for ACGP qualifications based upon the recommendation of the assigned Check or Standards pilot. If subsequent APCs are completed within a period of one month before or after the APC anniversary date. and confirming. 12. Written Exams are designed to refresh. Regional and Local Flying Orders. Ground Briefings are aimed at refreshing. Purpose . update and confirm pilots’ knowledge on important topics.

Following completion of all APC requirements. APC flights shall include a post-flight face-to-face debriefing detailing the results of the proficiency flight. Takeoff. Every pilot shall write a Closed Book examination on emergency procedures applicable to the aircraft type. the pilot’s logbook shall be updated IAW Ch 1 Sec 4 Log Book Certification – Qualification and Proficiency. Chapter 1 Section 5. Tow Pilots shall successfully complete a minimum of one flight from each Part Tow Pilot – Part 1 Tow Pilot – Part 2 Ground handling Take–offs Slow flight Steep turns Unusual attitudes (if appl for aircraft type) Stalls Circuit Landings Practice forced landing Aircraft emergency operating procedures ----Tow Check and Tow Standards Pilots as above and: Brief a sequence Identify improper techniques and procedures Identify corrective action A minimum of one glider tow Glider release Normal descent procedure Tow emergency procedures (verbal) Part 1 shall be successfully completed before progressing to Part 2. Tow Pilot Training Progress Card. The following shall be used for flight-check cards: a. Required Standards for Tow Pilots Tow Pilots . 20. Airmanship. Completed proficiency flight cards shall be held in the individual’s PTR for a minimum of one year. and aircraft operating data.PL 4: Preflight. Every ACGP pilot shall successfully demonstrate the ability to perform the required flight sequences at Table 1-4-1 or 1-4-2 as applicable.A-CR-CCP-242/PT-005 (2) (3) (4) b. or Chapter 1 Section 5. normal operating procedures. Phase II Air Lesson Progress Card. Tow Check and Tow Standards Pilots are exempt from Part 2. and Glider Tow . 17. 18. APC Flights shall be preceded by a pre-flight face-to-face briefing detailing the flight requirements. 21. Glider Pilot Training Progress Card. Successful completion of Part 1 only allows the Tow Pilot to act as PIC without towing gliders. See Chapter 1 Section 5 for Proficiency Level (PL) and Overall Flight Rating (OFR) definitions. aircraft and aircraft systems operations.PL 3: All other sequences Tow Check and Tow Standards Pilots . which is to include questions based on AOIs and ACGP operating procedures and all Red Page emergencies. 19. Chapter 4. b. Proficiencies conducted from the rear seat shall satisfy front seat proficiency requirements. 22. Circuit. c.PL 4: All sequences while piloting from the rear seat Table 1-4-1 Tow Pilot Proficiency Requirements and Standards 1-4-4 . Landing.

2 and 3 on one type of launch fulfills APC requirements for all launch types for which a qualification is already held. and Standards pilots. Only the applicable parts have to be completed. For Glider Instructors. Upper air work from Part 1 completed on one launch type fulfills APC requirements for all launch types. Identifying improper or incorrect techniques and procedures. and Identifying corrective action and determine appropriate remedial action. Part 2 Emergency Procedures Air Tow – practice rope break Ground-Based – practice rope/cable break Practice rope breaks for all launch types shall be planned such that turns below 300 ft AGL will not be required. The Check or Standards Pilot conducting the proficiency flight shall complete the Instructor Phase II Card/Flight Test Card (Chapter 4). Check. completion of Parts 1. Part 1 and Part 2 shall be completed for each applicable launch type.A-CR-CCP-242/PT-005 Glider pilots shall successfully complete a minimum of one flight from each applicable Part All Glider Pilots – All launch types Part 1 Aircraft Handling Ground handling Launch Release Steep turn Spiral Dive Stall Slip Incipient spin Circuit Approach Landing For ground-based launches: Glider sequences not demonstrated because of launch altitude limitations should be completed at the next available opportunity. but as a minimum. This shall include: Briefing a flight as detailed in Chapter 3. Glider Instructors Part 3 Instructional Abilities Glider Instructors require an additional flight to demonstrate instructional abilities. Required Standards for Glider Pilots Basic Glider Pilot PL 3 All Sequences Glider Famil Pilot Front and Rear PL 4 Take-off Tow Release Circuit Landing PL 3 All other sequences Table 1-4-2 Glider Pilot Proficiency Requirements and Standards Glider Instructor Glider Check Pilot Glider Standards Pilot PL 4 All sequences 1-4-5 . shall be completed within 36 months. For all other glider pilots.

b. a take-off. 26. For glider pilots. A minimum of two take-offs and landings. a launch (aero. B. regardless of qualification. a circuit and a landing. regardless of type of flight or PIC. To carry passengers. B From 181 to 365 days A. E From 181 to 365 days A. c. The following shall be used for flight-check cards: 1-4-6 . Annual Proficiency Standards to be met. B From 181 to 365 days A. final approaches. C. winch or auto). E B. C. To remain current. C. 24. A pilot shall not be authorized to fly as PIC of a particular type of aircraft if the currency standards have not been met IAW the periods listed in Table 1-4-4. F. E From 181 to 365 days A. E. to the required PLs applicable to the pilot’s qualification. circuits. 25. B A. d. regardless of qualification. a pilot shall fly as a minimum.A-CR-CCP-242/PT-005 From 61 to 180 days Glider Basic up to Instructors B From 91 to 180 days B F From 61 to 180 days B. and a review of selected air-work. Ground review of critical emergencies. and Tow Check or Tow Standards currencies conducted from the rear seat shall satisfy front seat currency requirements. ensure 5 takeoffs and landings have been completed within 180 days preceding the flight. Table 1-4-3 Currency Standards CURRENCY STANDARDS 23. E 366 days or more D 366 days or more D D 366 days or more D 366 days or more D D Glider Check Glider Standards Tow Pilot Tow Check Tow Standards Match the above letter with the list below to note the required steps to maintain/regain currency: A. physically flying the aircraft). Currency flights shall be preceded by a pre-flight face-to-face briefing detailing the flight requirements. C. E From 91 to 180 days B.have completed 5 takeoffs and landings within 180 days preceding the flight. D. For tow pilots. A minimum of two take-offs. and landings. If passengers are to be carried. and landing. final approach. all glider pilots must have completed either 2 flights with a qualified glider instructor -or. the following sequences in the applicable ACGP aircraft: a. E A. Sequences shall be flown as pilot “at the controls” (ie.

returning instructors must undergo instructor refresher training as follows: FLIGHT NUMBER AIR LESSON ALTITUDE (AGL) 1 Proficiency * 3000 feet 2 Launch Emergency 300-500 feet 3 AL9 2500 feet 4 AL10 2500 feet 5 AL13 * 3000 feet * Required for Standards Refresher Table 1-4-4 Refresher Training Syllabus 34. Chapter 1 Section 5. Prior to instructing at any of the Regional Gliding Schools. and Signature (if paper log book). In addition. Tow Pilot Training Progress Card. APC anniversary date. b. On a regular basis during the course of regular flying duties. and shall contain the following information: a. Additional flights can be added at the discretion of the CFI. b. at least one simulated Launch Emergency (rope break) will be flown. 31. Currency flights shall include a post-flight face-to-face debriefing detailing the results of the flight.A-CR-CCP-242/PT-005 a. 27. Completed currency flight cards shall be held in the individual’s PTR for a minimum of one year. c. 30. Proficiency/Currency/Upgrade Check Date. currency and upgraded qualification(s) shall be entered on the current page of the pilot's logbook. e. The Air Lessons outlined in the Refresher Syllabus shall be flown until this proficiency requirement is met. Instructional Technique – Instructors must demonstrate a PL 4 for instructional technique prior to completing the Refresher Training. GLIDER INSTRUCTOR REFRESHER TRAINING 33. During Flight Number 3. 35. air tow. 28. circuit and landing must also be taught in addition to Air Lesson 9. Aircraft Type. Glider Pilot Training Progress Card. 10 and 13 must be flown. Proficiency Flying – Instructors must meet a PL 4 on all flying exercises. The instructor must also 1-4-7 . A minimum of one proficiency flight is required to demonstrate this proficiency. pilots shall meet Transport Canada currency minimums outlined in CARS 401. 29. Certification of annual proficiency. Air Lessons 9. As a minimum. take off. LOG BOOK CERTIFICATION − QUALIFICATION AND PROFICIENCY 32. or Chapter 1 Section 5. f. See Tables 1-4-1 and 1-4-2 for required Proficiency Levels and Chap 1 Sec 5 for PL and OFR definitions. Instructor or Supervising Pilot Licence Number. ACGP glider and tow aircraft pilots shall practice all normal and emergency procedures applicable to their type of aircraft as outlined in Regional Flying Orders.05 (2). Qualification Achieved. Notwithstanding ACGP requirements. d.

excluding Standards Pilots. Grading and OFRs shall be IAW Glider Instructor Course Phase II requirements. Overall Flight Ratings and Grading Errors. the procedures set out in the 181 to 365 day currency provisions shall be followed. First-year instructor pilots (graduates of the Glider Instructor Course immediately preceding the RGS) shall satisfactorily complete a confirmatory flight check at an appropriate time during the conduct of the RGS. 36. c. must deliver one Pre-Flight Brief to PL 4. Lecture 7 . 1-4-8 . When a pilot moves between Regions and will be flying on the same aircraft type. Pre-Flight Brief – Instructors. MONITORING OF FIRST YEAR INSTRUCTOR PILOTS 38.Unsatisfactory Course Progress and Course Failures. Academic Training – Instructors must attend formal classroom lectures from the Instructor Course Instructor Development syllabus as follows: a. All tow pilots will additionally complete a Tow Proficiency Check. NOTE Previously qualified Standards Instructors are not required to attend the lecture portion of the Refresher Training.Performance Levels. 37. NOTE Previously qualified Standards Instructors are only required to fly a minimum of one proficiency flight and Air Lesson 13. A Phase II Air Lesson Prog Card shall be completed and held at the RGS. This brief will be evaluated on a Phase II Pre-Flight Briefing Progress Card (Figure 4-1-6). Additional flights can be added at the discretion of the CFI. Unsatisfactory performance will result in suspension of instructional duties until the standard is regained. and Lecture 8 . as a minimum upon initial employment. Lecture 6 . b.A-CR-CCP-242/PT-005 teach a modified circuit (low circuit entry) during Air Lesson 13.Progress Books/Progress Cards / Student Activity Records / Record Keeping. Such flight checks shall assess handling proficiency from the rear seat and instructional ability. An Air Lesson Progress Card (Figure 4-1-4) shall be completed for each flight. CROSS REGION PILOT CURRENCY 39.

etc. 1-5-1 . stalls. Not less than 2 000 feet. route and emergency procedures. spiral dives. A pre-flight briefing shall be conducted covering pertinent information regarding the specific flight including weather. or exceeds 60 degrees angle of bank. Aerobatics also encompass manoeuvres intentionally performed by an aircraft involving an abrupt change in altitude. RELEASE FOR FLIGHT AFTER ABNORMAL OCCURRENCE OR DAMAGE 7. Close formation flying in ACGP aircraft is prohibited. the following procedure shall be followed: a. Canadian Aviation Regulations (CARs). b. Manoeuvres that fall outside the definition of aerobatics include incipient spins. spins. AIR DEMOS 6. Appendix G. and Only echelon formations may be flown. aerobatics are defined as manoeuvres in which an aircraft exceeds 30 degrees pitch angle. or public relations photos may be authorized by the RCA Ops O or the delegated authority. DND. as defined in Standard 625. c. in accordance with the DND/ACL MOA. such as cross-country towing. and auto or winch launches. FORMATION FLYING 2.A-CR-CCP-242/PT-005 SECTION 5 SUPPLEMENTARY STANDARDS AEROBATICS 1. 8. who is the operator of an aircraft. or an abnormal variation in speed or flight path. equipment transport. air demos. an abnormal attitude. With regards to ACGP aircraft. Any aircraft that has been subject to an abnormal occurrence. Not less than 300 feet. nose up or nose down.45 degrees of pitch and 90 degrees of bank. after consultation with and the concurrence of the appropriate Provincial Committee of the ACL. Tow aircraft unusual attitude training shall be carried out with a check/standards pilot onboard and is only authorized for training purposes up to +/. Details of approved participation shall be forwarded to NDHQ/NCA Ops O at least 15 working days prior to the event. 9. d. When loose or en route formation is authorized. Loose or en route formation is defined as: a. TC has granted legal custody of the ACGP aircraft to DND. or that has sustained damage must be inspected to retain its Certificate of Airworthiness. DND has assumed operational and technical control of the ACGP aircraft at the request of the ACL. Additionally. to carry out an inspection. in accordance with its delegated authority and in the interest of Flight Safety. Aerobatics are prohibited in ACGP aircraft. Authorization shall be obtained from the RCA Ops O or the delegated authority. A flight leader shall be designated. has restricted that authority such that only a TC licensed AME shall be allowed to determine the airworthiness and serviceability of an ACGP aircraft that has been subjected to an abnormal occurrence or damage. 3. Although CARs authorizes a licensed pilot. Loose or en route formation to perform specific tasks. RCA Ops Os may approve participation in air shows. b. 4. Lateral Separation. radio frequencies. 5. and Longitudinal Separation.

When undergoing conversion. CREDITING OF TIME 11. proficiency and upgrade flights. Flight time is defined as the time beginning from engine start for the purpose of flight until the engine is shut down. the designated pilot in command shall log flight time in the pilot column (PILOT). flight time shall be entered in the dual column (DUAL). currency. d. With respect to gliders and glider pilots. and In all other instances. When undergoing conversion. Air time is the period of time commencing when the airplane leaves the supporting surface and terminating when it touches the supporting surface at the next point of landing. glider instructor course. 14. flight time shall be equal to air time. 13. b. each flight shall be logged individually. glider instructor refresher training. ACGP tow aircraft pilots shall comply with the following directives regarding the logging of time: a. 12. the tow aircraft pilot shall record flight time in the remarks column. Therefore. 1-5-2 .08. Flight time shall be logged by the glider instructor acting as PIC in the instructor (INSTR) column for the following purposes: (1) (2) (3) (4) (5) (6) c. ACGP glider pilots shall comply with the following directives regarding the logging of time: a. This time cannot be credited towards total time for the purpose of license upgrade. In addition to TC requirements outlined at CAR 401. When receiving instruction as referred to in para 13b. all glider conversion courses mandated by this manual. ab-initio training. flight time may only be logged in one column of the logbook. and In all other instances. currency. c. proficiency or upgrade training while flying with a qualified Tow Aircraft Check or Standards Pilot who is the holder of a private pilot license which is valid for airplanes. b. the designated PIC shall log the flight time in the PIC column. currency. proficiency or upgrade training while flying with a qualified Tow Aircraft Check or Standards Pilot who is the holder of a commercial or higher license which is valid for airplanes. When attending ACGP Courses. the tow aircraft pilot shall log flight time in the dual column. receiving Dual Instruction. whenever an ACGP glider or tow aircraft has been subjected to an abnormal occurrence or has sustained damage during air or ground operations (regardless of the nature of the occurrence or the degree of the perceived damage). the Regional Gliding Engineering Officer or the Regional Gliding Engineering Officer's on-site delegate (providing the delegate has the required TC qualifications) has the sole authority to release the aircraft for flight. For each sortie.A-CR-CCP-242/PT-005 10. The ACGP shall comply with the following definitions in regards to the logging of time. or conducting Transit Flights. and demo flights.

DEFINITIONS 17. The Trainee completed the task but required verbal and/or minor physical assistance to avoid making major errors. Further practice is required. The Trainee was not capable of completing the task. Level 2.The student was unable to achieve the level required by the syllabus on one task. MAJOR AND MINOR ERRORS . The assignment of a valid Proficiency Level is dependent upon a thorough understanding of the terms “major error” and “minor error”. Standard Exceeded . A Major Error is an error that significantly detracts from the ideal and/or jeopardizes the safety or successful completion of the task. c. A Minor Error is an error that detracts from the ideal but does not jeopardize the successful completion of the task.A-CR-CCP-242/PT-005 PROFICIENCY LEVELS . Achieved Standard .Candidate's overall performance did not meet the level required by the syllabus. the trainee's overall performance of the trip shall be assessed by the instructor as follows: a. d. e. c. Marginal . Level 4. The following Proficiency Level (PL) definitions are applicable for the ACGP: a. The Trainee completed the task without assistance. e. Trainee required verbal and/or physical assistance to avoid making major errors. making only minor errors. Failure to achieve the required standard on two tasks will constitute an Unsatisfactory rating. ACGP instructors will rate each flight from an overall flight perspective based on the PL achieved by the trainee on each exercise or sequence. Following the rating of individual tasks using the 1-5 proficiency level scale. Unsatisfactory . d.The student performed all tasks to the level required by the syllabus. The following definitions are applicable for the ACGP: a. Level 5. 1-5-3 . Trainee was able to self-analyze and correct errors. OVERALL FLIGHT RATINGS . b. and easily performed the remaining tasks to the level required by the syllabus. The Trainee completed the task without assistance and without error.DEFINITIONS 15. Trainee required minimal verbal cues to analyze and/or correct errors. Level 3.The student performed the majority of the tasks to a level higher than required by the syllabus. The Trainee completed the task. Level 1. Achieved Standard with Difficulty .The student experienced difficulty achieving the minimum levels required by the syllabus. b. Further instruction is required. b. making only minor errors.DEFINITIONS 16.

AS AS STD EXCEEDED SAT APPT STUDENT INITIALS PL WIND: NOTES ALT: FLT TIME: DATE: RWY : PRESENT QUAL: ED/REVIEW/SOLO OFR: ED / REVIEW AUTH SIGNATURE: INSTRUCTOR INITIALS Figure 1-5-1 Glider Pilot Training Progress Card 1-5-4 .A-CR-CCP-242/PT-005 PROGRESS CARD .GLIDER PILOT TRAINING STUDENT: PURPOSE OF FLIGHT: INSTRUCTOR: AIR LESSON: REG: EXERCISES PRE-FLIGHT GRND HANDLING TAKE-OFF EMERGENCY AIR TOW RELEASE SPIN/INCIPIENT SPIRAL DIVE STALL SLIPPING SLIPPING TURN STRAIGHT GLIDE GENTLE TURNS MEDIUM TURNS STEEP TURNS DOWNWIND BASE TURN BASE LEG FINAL TURN APPROACH LANDING CIRCUIT MOD FLT MGMT AIRMANSHIP DUAL OFR: UNSAT MARGINAL UNSAT .

Handling (If Appl) SLOW FLIGHT Level And Turns TURNS Speed.A-CR-CCP-242/PT-005 PROGRESS CARD . Overshoot POST FLIGHT Taxi. Recovery SLIPS Control. Speed ENGINE Handling.TOW PILOT TRAINING PILOT: PURPOSE OF FLIGHT: INSTRUCTOR: AIR LESSON: REG: AIRPORT: WIND: EXERCISE / SEQUENCES PRE-FLIGHT PRE-TAKE-OFF TAKE-OFF Docs. Checks PL FLT TIME: DATE: RWY: NOTES PRESENT QUAL: Normal Crosswind Short Field CLIMB/DESCENT Control. Shutdown PRACTICE FORCED LANDINGS TOW AIRCRAFT EMERGENCIES Take-Off Climb GLIDER TOW Turns Descent (Under Tow) Release GLIDER TOWING EMERGENCIES AOIs and Checks Flight Management AIRMANSHIP Look-Out Radio OVERALL FLIGHT RATING (Circle one) ED/REVIEW/SOLO OFR: STDS PILOT'S INITIALS U UNSAT TOW PILOT'S INITIALS M -AS AS SAT SE Figure 1-5-2 Tow Pilot Training Progress Card 1-5-5 . Wgt & Bal. Recovery Nose Low UNUSUAL ATTITUDE Now High Entry And Downwind CIRCUIT Base Leg Final Approach Normal (Three Point) Crosswind LANDING Short Field Touch & Go. Bank STALLS Entry. Insp Start. Altitude. Prop (If Appl) ANCILLARIES Use. Taxi. Checks.

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Gliders are better suited to meet these objectives since Transport Canada Pilot Licensing requirements permit the ACGP to offer a more personalized approach by allowing senior cadets to conduct these flights and. Familiarization (Famil) flights in gliders are the cornerstone the ACGP. The planned flight profile should be based around sight seeing. Flight Characteristics . safety. and an introduction to the effects of controls using gentle or medium turns. or A senior cadet who has experienced glider flying several times and demonstrates an interest in more complicated manoeuvres. which is detailed in the following paragraphs. 8. 3. identified by aviation qualification or course of study as follows: a. Confirmation of the passenger's own comfort and experience level must be attained prior to deviating from the Famil Flight Profile. Throughout the flight. explanations of gliding operations. b. 5.Glider Famil pilots shall hold as a minimum a Glider Familiarization Pilot (Front Seat) qualification. roller-coasters. GLIDER FAMILIARIZATION FLIGHTS 4. The aim of familiarization and demonstration (Demo) flights in ACGP aircraft is to encourage and foster in Air Cadets an interest in aviation.Passengers shall be escorted to and from the aircraft and strapped in by qualified ACGP personnel. An Air Cadet who holds a TC Glider and/or TC Private Pilot Licence. 9. is used to accomplish this aim. Demo flights are for experienced Air Cadets. Famil flights must therefore be relatively benign flights that introduce the joy of flying and instil a desire to experience aviation in more depth. DEMONSTRATION. See Chap 1 Sec 3. spins. An Air Cadet attendee/graduate of a three week Air Cadet Summer Training Centre course with aviation as its primary focus. c. Passengers shall remain clear of the controls from Takeoff inclusive to Release. 6. and again beginning at the Downwind Check thereafter to Touchdown. shall not be included. since gliders require teamwork and effort to launch.A-CR-CCP-242/PT-005 SECTION 6 FAMILIARIZATION. Pilot Qualifications . Public Relation (PR) flights are used to demonstrate the professionalism. or any other manoeuvres outside normal gliding and that involve abrupt bank or attitude changes. using gliders also helps to promote physical activity. Flight Characteristics . the pilot must never relinquish control. intentional spins and spiral dives. however aerobatics. Demo flights may be flown using more aggressive manoeuvres than a Famil flight. A building block approach.Famil flights are the first building block of an Air Cadet’s aviation experience and cater primarily to young Air Cadets inexperienced in aviation.Demo flights may be designed to include more opportunities for the experienced Air Cadet to receive a longer and more detailed flight experience. GLIDER DEMONSTRATION FLIGHTS 7. An Air Cadet attending the ACGP Glider Pilot Course or the TC Private Pilot Course. Post release and prior to commencement of 1-6-1 . Conducting manoeuvres that involve rapid changes in attitude and bank are contrary to this purpose. AND PUBLIC RELATIONS FLIGHTS IN ACGP AIRCRAFT AIM 1. Flight Profile . Two of the objectives of the Air Cadet program are to stimulate an interest in aviation and to promote physical fitness. roller-coasters.Passengers shall be escorted to and from the aircraft and strapped in by qualified ACGP personnel. although the passenger may be invited to follow through on the controls while receiving a demonstration of medium turns and/or minor pitch changes. 2. d. and value of the ACGP to appropriate individuals. Famil flights shall be flown with a view to making the passenger as comfortable as possible by avoiding stalls. Flight Profile .

the Air Cadet passenger must hold the same qualifications needed for the glider Demo flight. All PR flights must be approved by the RCA Ops O or designate. A Tow Pilot qualification as per Chap 1 Sec 3. If a passenger is to be carried while conducting towing operations: (1) (2) the Tow Pilot shall have a minimum of 75 hrs PIC on type. Famil. See Chap 6 Sec 1). See Chap 1 Sec 3.For Famil and PR flights.you have control. while the passenger may be invited to either follow through on the controls or take the opportunity to experience the hands-on effects of controls. 13. Use and proper stowing of items such as cameras. TOW PLANE FLIGHTS 14. Demo. Demo. and only one passenger per trip shall be allowed. PRE-FLIGHT BRIEFING 18. For tow plane Demo flights. An overview of the intended flight. passengers shall receive a briefing on all aspects of the flight. Pilot Qualifications . See Chap 1 Sec 3. 10. When authorized by the RCA Ops O or designate. Pilot Qualifications .ACGP flights involving passengers other than ACGP personnel or Air Cadets are considered PR flights. Flight Characteristics . and PR flights may be conducted in tow aircraft as necessary to augment the glider Famil Flying Program. 17. safety. For all tow plane flights. The importance of remaining clear of the controls from Takeoff inclusive to Release. Passengers shall remain clear of the controls from Takeoff inclusive to Release. Before flying in any ACGP aircraft. the Demo portion of the flight shall not commence until the glider has released. For Demo flights in gliders and tow planes. PUBLIC RELATION FLIGHTS 11. and PR flights.The Tow Pilot shall hold as a minimum: a. b. 15. If conducting Demo flights in tow planes while towing gliders. the pilot is ultimately responsible for the safe conduct of the flight and must never allow the passenger to initiate a situation that would preclude the safe return to the intended landing area. Flight Characteristics . as above. Instruction on the aircraft's safety harness and canopy/door operation.A-CR-CCP-242/PT-005 the Downwind Check. b. As a minimum.As per Famil Flight Profile. a description of the control hand-over procedure (I have control . the briefing shall incorporate: a. c. and again beginning at the Downwind Check thereafter to Touchdown.Glider Demo flight pilots shall hold as a minimum a Glider Instructor Pilot qualification. Pilot Qualifications . Flight Profile . 16. 12. and again beginning at the Downwind Check thereafter to Touchdown. Flight Profile . e. PR flights should be designed such that they demonstrate the professionalism. two-way communication between the passenger(s) and the Tow Pilot must be established prior to taxiing. and value of the ACGP to the passenger. as above.PR pilots shall hold as a minimum a Glider Familiarization Pilot (Front Seat) qualification. d.For Famil. and 1-6-2 .

Passengers shall be escorted to and from the aircraft and strapped in by qualified ACGP personnel. GLIDER INSTRUCTIONAL FLYING 20. The course comprises approximately 9. Glider Pilot Course Training Plan.5 hours of flying training (49 flights  29 dual and 20 solo). 19.A-CR-CCP-242/PT-005 f. The detailed syllabus and standards are contained in Chapter 3. Actions to be taken in the event of an emergency. The third building block of the ACGP is glider flight training conducted at one of the five RGSs over a six-week summer period. 1-6-3 .

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addressed to the NCA Ops O who will then forward to Dir AF Trg. Regions will receive a verbal debriefing at the conclusion of the evaluation with respect to both findings and recommendations. NATIONAL INSPECTIONS AND EVALUATIONS (Technical) 8. Not Observed – Items that normally form part of the evaluation but due to unique circumstances were not observed. d. Accommodation and additional team requirements. EVALUATIONS. Marginal and Unsatisfactory ratings require an action plan to be promulgated by the RCA Ops O. with info copy to ACGP SET. A National Operations and Training Inspection and Evaluation Program is in place to assess each regional ACGP operation. Transportation. The purpose of the Operations and Training Inspection and Evaluation program will be to review regional procedures and activities with respect to the direction. augmented by current tow aircraft and/or glider check pilot(s) provided by the Regions shall conduct the Flying Training Evaluations (FTE). DCdts 4-6 and DAEPM(TH) 8. 5. Marginal – Significant deviations from orders exist. 4. 1-7-1 . Unsatisfactory – Generally non-compliant with orders or serious deviations from orders exist. e. The ACGP SET. the ACGP SET will issue an evaluation instruction covering the administrative details with respect to Funding. 2. The purpose of the audit is to confirm that the necessary resources are available and that the aircraft and gliding equipment are being maintained in compliance with applicable regulations. See Annex 1C. c. effectiveness and safety of the operation. Excellent – Exceeded the requirements of all applicable orders. standards and orders. Satisfactory – Generally compliant with all applicable orders. 9. Prior to each evaluation. and to propose recommendations for the improvement of the efficiency. 3. SURVEYS AND EXERCISES NATIONAL INSPECTIONS AND EVALUATIONS (Operations and Training) 1. b. with info copies to SSO Air. to ensure progress is achieved in addressing the shortcomings.A-CR-CCP-242/PT-005 SECTION 7 INSPECTIONS. f. The evaluation will normally be conducted during the summer cadet flying training period in accordance with the ACGP National Evaluation Checklist (Annex B). The following levels are to be used by the Evaluation Team to define the degree of compliance within each Part of the ACGP National Evaluation Checklist (Annex B) as observed during the FTE: a. 6. standards and SOPs as detailed in A-CR-CCP242/PT-005. followed by a formal written report that will be submitted to Dir AF Trg and D Cdts & JCR. The National program cycle will be repeated on a two to three year basis. DAEPM (TH) 8. On a biannual basis. 7. the National Technical Authority. will conduct a technical audit at each regional ACGP maintenance and repair facility. and Not Graded – Items that have been observed but due to unique circumstances have not been graded. policies.

Prior to the commencement of the spring famil program. Safety observations shall be actioned prior to flying taking place. and A review. the RCA Ops O shall advise Comd RCAF/DFS and D Cdts/NCA Ops O which locations did not receive the scheduled Flight Safety Survey. Planning and Response Procedures. in order to ensure that those particular locations receive a Flight Safety Survey priority for the following year. Each gliding site and RGS shall undergo an initial Flight Safety Survey during the first year of operation and every two years thereafter. that will enable the RGS to conduct the scheduled training effectively. A physical inspection of operating areas such as parking and tie-down locations. In order to ensure that complete and consistent inspections are effected. A review. policies. 18. the RCA Ops O shall provide a Flight Safety-trained and qualified Tow Aircraft or Glider Pilot to assist the FSO in the conduct of the survey. 13. b. The purpose of the visit will be to review RGS resources. normally during the pre-solo flying training phase. the RCA Ops O shall ensure that a thorough operational inspection of each location has been carried out. efficiently and safely.A-CR-CCP-242/PT-005 NATIONAL STAFF ASSISTANCE VISITS 10. standards and SOPs detailed in A-CR-CCP-242/PT005). the RCA Ops O shall advise the FSOs designated by the CAS of the yearly schedule of flying activities at all the various locations. gliding site/airport authorities/owners. 17. c. the RCA Ops O shall produce a Gliding Site Inspection Checklist that covers. and authorization from. 14. identifying which locations will require a Flight Safety Survey. emergency glider landing areas and operating restrictions with respect to local topographical and/or climatic conditions. 11. facilities and organization and the flying and ground training activities (with respect to the direction. Annually. will visit those RGSs not undergoing an Evaluation. as a minimum. and to provide assistance. the National Cadet Air Operations Officer. REGIONAL GLIDING SITE AND RGS OPERATIONAL INSPECTIONS 12. GLIDING SITE AND RGS FLIGHT SAFETY SURVEYS 15. and DAEPM (TH) 8 (National Technical Authority). Prior to the commencement of flying at the regionally approved spring and fall famil sites. Should the regular force FSO support not be available. and the RGS. Copy(s) of the Regional Gliding Site(s) inspection are to be filed and retained by the RCA Ops O for a period of two years. confirmation and/or update of local flying orders and SOPs. take-off and landing areas with respect to obstructions. the following: a. When necessary. Flight Safety for the Canadian Forces. confirmation and/or update of local Crash Response Orders including liaison with local emergency response organizations. This flying will also be done at an RGS not undergoing an Evaluation that year. When the annual ACGP flying activities have been terminated at the end of the fall famil program. The necessary liaison with. and ground manoeuvre. the RCA Ops O shall assign the survey duty to a regional member of the ACGP who is a successful graduate of the Basic Flight Safety Course. Crash Response Orders shall be developed in accordance with A-GA-135-001/AA-001. Chapter 7. 1-7-2 . aircraft operating limitations and general safety considerations. as required and requested. ACGP SET personnel will attend all or part of an RGS Instructor training and work-up phase for proficiency and the maintenance of qualifications. including normal operating procedures. The RCA Ops O shall ensure that the follow-up action taken on each observation is recorded in writing. d. Although not part of a formal SAV. 16.

1-7-3 . The Flight Safety Survey shall be conducted during normal flying operations in order to effectively assess the gliding site/RGS Flight Safety program in accordance with the ACGP Flight Safety Survey Guide. established procedures. PRACTICE EMERGENCY RESPONSE EXERCISE 22. RCA Ops O shall coordinate distribution of the Flight Safety Surveys in accordance with the Distribution List detailed in Annex A. the RCA Ops O shall ensure that a practice emergency response exercise is carried out at the RGS and all regional gliding sites in order to validate or amend.A-CR-CCP-242/PT-005 19. Annex A. The RCA Ops O shall ensure that the follow-up action taken on each “UNSATISFACTORY” assessment is recorded in writing. Unsatisfactory assessments directly affecting the safety of the flying operations shall be corrected prior to flying taking place. 20. 21. as necessary. Annually.

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Marshalling signals in accordance with SOPs: 8. Flight safety films and video tape recordings. Flight safety briefings:             frequency seasonal effectiveness display current/adequate read and signed availability airfield layout location compliance with orders poster display standardization 4. D = Satisfactory with Debriefing c. 3. Facilities display: 7. Radio procedures: 1A-1 .         Flight safety publications: incident/accident reports magazines posters flashers memoranda bulletins distribution method of display S D U Findings 2. U = Unsatisfactory ACCIDENT PREVENTION PROGRAM Items to be checked 1. The following Assessment Codes apply: a. Standard Operating Procedures (SOPs): 5. S = Satisfactory b.A-CR-CCP-242/PT-005 ANNEX A ACGP FLIGHT SAFETY SURVEY GUIDE 1. Publications and amendments: 6.

Aircrew: 11. Aircrew:        qualifications proficiency currency launch control scheduling duty time limitations flying time limitations 10. Operations: S D U Findings 13. Aircrew: 12.A-CR-CCP-242/PT-005 ACCIDENT PREVENTION PROGRAM (continued) Items to be checked 9. Aircraft handover: 1A-2 . Checklists and publications for aircraft and equipment:      availability usage of pre-take-off and landing checklists aircraft owner's manual checklist handover location 14.

Checkouts:  thorough  realistic  simulated rope breaks  in accordance with SOPS 2. etc  procedures to ensure that aircrew cannot fly while medically unfit 3. Launch Control Officer (LCO):  qualifications  responsibilities 6. Briefings:  location  requirements to attend  number per day  special requirements  current weather  ops conditions  emergency procedures 5. Medical:  valid  restrictions  hazards posed by colds. Publications:  disseminated on time (Aeronautical Information Manual [AIM])  VFR Supplement  amendments distributed 4. Launch personnel:  duties understood − adherence to SOPs S D U Findings 1A-3 .A-CR-CCP-242/PT-005 GLIDER OPERATIONS – GENERAL Items to be checked 1.

A-CR-CCP-242/PT-005 GLIDER OPERATIONS – GENERAL (continued) 7. Glider movements:               supervision sufficient personnel by hand when backwards by vehicle when forward distance between gliders alignment and direction parked configuration spoilers extended low wing into wind tie-down in accordance with SOPs control of movement supervision maintained and up to date log book certification for proficiency and qualifications S D U Findings 9. Weather/wind limitations:  daylight VFR only  900 crosswind limits: 2-33 8 knots/10 mph Scout 15 knots/17 mph L-19 10 knots/11 mph NOTE 15 kts/17 mph for Stds/Check pilot conducting training only. Pilot log books: 1A-4 . Glider parking in accordance with SOPs: 10. see Ch 2 Sec 2 Weather Limitations  gusts not greater than 10 knots or 12 mph Items to be checked 8. Vehicular traffic: 11. Spectators: 12.

Fire extinguishers:  spot checks in hangars. aircraft and winch  up to date  knowledge of use 9. Crash responsibilities:  recovery of wreckage  wreckage guards  wreckage schematic  crash trailer and crash site equipment 6. Emergency procedures:  knowledge and practice  take-off abort  emergency release  non-release  rope/cable breaks  off-field landing S D U Findings 1A-5 . 4. Vehicles to crash site:  rules governing vehicle movement  control of vehicles by tower  markings  current weather  ops conditions  emergency procedures 5. Notification to:  local fire fighters  local police/RCMP  CF Flight Safety personnel 7. Grid maps:  available and current  understood by drivers 3. Availability of ambulance:  response time  capability 8.A-CR-CCP-242/PT-005 GLIDER OPERATIONS – EMERGENCY PROCEDURES Items to be checked 1. Occurrence response plan:  effectiveness  warning system  transport to site  photographer/camera  personnel knowledgeable of plan 2. flight line. Crash alarm system.

in-field areas  method of disseminating previously discussed information to users 3. taxiways. runways. lighting. i. Maintenance administration:  equipment inspections  snags recorded  aircraft technical records up to date  corrective action on snags  storage conditions  cleanliness of aircraft and hangar. Flight Safety publications:  poster displays  "Safety Comment" forms availability and use  aircraft accident summaries 3. approaches. Relationship with FSOs:  mutual exchanges of information 2. CF 218 2. i. Flight testing:  approved personnel  checklists used 6. S D U Findings 1A-6 . Use of intake duct plugs:  tow planes 4. Weather services:  access to current and forecast conditions  information displayed  information updated.A-CR-CCP-242/PT-005 AIR SERVICES Items to be checked 1. Airfield condition:  ramps. Bird strike:  records. Control tower:  communications with all glider operations  local glider procedures  visibility of entire glider ops and traffic patterns  tower control of gliders and tow aircraft  tower control of vehicles on airfield S D U Findings MAINTENANCE AND SERVICING Items to be checked 1. Foreign object damage (FOD) program:  airfield inspections  no loose equipment in cockpits 5. over-run areas.e.e. use of PIREPs 4.

Section 2 CLOTHING. Emergency Locator Transmitter (ELT): 4. and h. two wool blankets.A-CR-CCP-242/PT-005 SAFETY SYSTEMS Items to be checked 1. fire-fighter’s combination tool. Personnel-issue in accordance with Scale of Issue: 3. d. two fire extinguishers.      ** availability usage equipment ** availability usage Crash response equipment shall include the following items (refer to Chapter 2. first aid kit. S D U Findings 2. f. a vehicle capable of transporting equipment and personnel to within proximity of the crash site. crash axe. Life support equipment:      proper type well maintained storage inspections valid users fitted and briefed on equipment care and handling procedures for overdue equipment. c. rescue knife (harness cutter). g. b. and e. b. SURVIVAL AND CRASH RESCUE EQUIPMENT): a. disposable camera. d. Crash response: ** 1A-7 . NOTE If an airport crash response system is available. e. then the mandatory equipment list may be reduced to items a. c.

Local surveys:  regular and systematic  adequacy of corrective action  use of FSO resources 3. 50’ away from takeoff path. Supervisor training:  frequency 2. Pre-takeoff checks:  back release and forward release checked at start of daily operations  in accordance with checklist 5. Glider school lectures in accordance with directives:  lesson plans  adequacy  according to syllabus  training aids S D U Findings AIR TOW LAUNCH PROCEDURES Items to be checked 1. Tow aircraft handling procedure:  take-off and climb in accordance with SOPs  15 to 20 degrees of bank  release descending left turn  rope drop in designated area  landing clearance of trailing tow rope S D U Findings 1A-8 . Air tow launch crew:  number of crew three (3) minimum  briefed on operation  understand duties 2. facing wingman and aircraft 3. Signals:  verbal and hand signals  usage in accordance with SOPs  clear and understood 6.A-CR-CCP-242/PT-005 TRAINING Items to be checked 1. Position of signallers:  wingman  tow aircraft signaller 45 degrees ahead of aircraft. Tow rope attachment procedure:  only when glider ready  ropes in accordance with SOPs  condition of rope checked 4.

Winch launch signalling: 4.A-CR-CCP-242/PT-005 WINCH LAUNCH PROCEDURES Items to be checked 1. correct rope/cable installed downwind glider launched first adequate signals used easily seen by crews correct usage mechanical verbal and hand signals clear and understood usage in accordance with SOPs technique initial climb shallow Safety Altitude: 200 feet AGL Safety Speed: 50 mph maximum climb speed 69 mph yaw to reduce power release if too slow glider in flying attitude non-release signals and procedure signals originated by winch ops speed to lay or retrieve rope/cable S D U Findings 2. Takeoff and climb: 6. Signals: 5. Winch rope/cable and attachment: 3. Climb control procedure: 7. Rope/Cable break procedure: 8. Rope/Cable retrieving: 1A-9 . Winch launch crew:                            number crew (four minimum) briefed on operation understand duties certified winch operators conditions checked only when glider ready multiple winches.

Signals:  verbal and hand signals  clear and understood  usage in accordance with SOPs 7. Auto tow launch:  from runway or hard surface 5. Rope break procedure:  glider in flying attitude  non-release signals and procedure 10. 3. Climb control procedure:  yaw to reduce power  release if too slow 9. Region Cadet Support Unit (RCSU) Commanding Officer (CO). 2. ACGP SET 1 Cdn Air Div/DFSO 1A-10 . Take-off and climb:  technique     initial climb shallow Safety Altitude: 200 feet AGL Safety Speed: 50 mph maximum climb speed 69 mph S D U Findings 8. 7. 6. NDHQ/D Cdts 4-6 CAS/DFS 2-6. Auto launch crew:  number of crew (four minimum)  briefed on operation  understand duties  certified vehicle driver and observer 2.A-CR-CCP-242/PT-005 AUTO LAUNCH PROCEDURES Items to be checked 1. RCA Ops O. Rope retrieving:  parachute not dragged FLIGHT SAFETY SURVEY DISTRIBUTION LIST (to be co-ordinated by the RCA Ops O) 1. Rope attachment:  only when glider ready 4. 4. Assigned FSO. Auto tow rope and equip:  in accordance with SOPs 3. Position of signallers:  launch vehicle observer in place 6. 5.

Amendment mechanism. Section 1). Chapter 1. Manual of Flying Training Tow Aircraft – Scout/L-19 Is there a publication system in effect that addresses? a. that direction will be recorded here. States the purpose of the evaluation. 4. span of control and manning status.ORGANIZATION and MANNING 1. c. 2. Control and distribution. Pilot Information File (Ref: 242. and Aircraft Checklists. Air Standards. ACGP Manual (Ref: 242. Formal confirmation of action taken to be provided to the Evaluation Team. PART D .STATUS OF PREVIOUS RECOMMENDATIONS 1. PART C . Review of organization charts. Have organization/manning shortfalls been identified to the regional/national authority. Section 1). c. 2. Chapter 1. What action is outstanding? Assess staff workload. Section 1). Review recommendations of previous evaluations with action addressee(s) (national and/or regional) to ensure that action has been taken. Are pilots with the required qualifications strategically located within the region? Problems/concerns noted by the Evaluation Team or raised by the region. 2. PART B . 1B-1 . 3. 2. 3.INTRODUCTION 1. Problems/concerns noted by the Evaluation Team or raised by the region. and Bilingualism (where applicable).A-CR-CCP-242/PT-005 ANNEX B AIR CADET GLIDING PROGRAM NATIONAL EVALUATION CHECKLIST PART A . Review for currency and compliance: a. d. b. Should the Evaluation Team be directed to place emphasis on a particular part of the evaluation. b. 3. Problems/concerns noted by the Evaluation Team or raised by the region.PUBLICATIONS 1. Region/Zone/Centre/Site Flying Orders (Ref: 242. Chap 1.

site. zone. etc. 6. 4.PILOT TRAINING RECORD/QUALIFICATIONS 1. Chapter 1. 3. 1B-2 . Section 4) Are check flights being carried out as directed? (Ref: 242. Chapter 1. (Ref: 242. Section 4) Are the examination results and flight check results properly documented? (Flight Test Cards. 2.A-CR-CCP-242/PT-005 PART E . Section 4). 5. Chapter 1. Is there a Standards Officer at the RGS or the gliding site(s). Review annual proficiency program carried out prior to the commencement of the Spring Familiarization Program at all levels (region. Training Records. PART G . 7.LOG BOOKS 1. Chapter 1.) for completeness. Section 4) Are flights being properly recorded? Problems/concerns noted by the Evaluation Team or raised by the region.STANDARDS 1. Is the position a dedicated or shared position? Is there a conflict of interest between the shared positions? Is the position filled by a qualified individual? How does the position fit into the chain of command? Is there a conflict of interest? What indoctrination/monitoring procedures are used with new instructors and familiarization pilots? How are ground school and flight line instructors monitored? What information is gathered? Who is the OPI(s)? What is the follow-up procedure? How are the student records monitored? By whom? What is the feedback procedure? Is there effective liaison between Standards/Flight line/Ground School? Problems/concerns noted by the Evaluation Team or raised by the region. Are Pilot Training Records maintained as directed? (Ref: 242. province. 2. 4. 3. 4. etc. 5. Chapter 1. Check for proper certification. 2. Are examinations being written and de-briefed as directed? (Ref: 242.) Problems/concerns noted by the Evaluation Team or raised by the region.ANNUAL PROFICIENCY CHECK PROGRAM 1. 3. Section 3) Problems/concerns noted by the Evaluation Team or raised by the region. PART H . Log Books. 8. 3. (Ref: 242. Section 1) Crosscheck Pilot Training Records and log-books against qualification standards to ensure that personnel are qualified to hold their assigned positions. 2. PART F . Number of log books examined. (Ref: 242. Chapter 1.

7.STAFF/STUDENT EVALUATION 1. Chapter 2.)? Are bad weather activities planned in advance for students and staff? and Problems/concerns noted by the Evaluation Team or raised by the region. 6.GROUND SCHOOL 1. PART J . AOIs and SOPs).OPERATIONS 1. PART K . Flt Comd/Gliding Site Comd? Is the Launch Control Officer qualified. c. emergencies)? (Ref: 242. proactive supervision being administered by the CFI. Section 4) How are the instructors monitored (how often. winch/auto launch)? (Ref: 242. Are sufficient qualified instructors available? Do lesson plans comply with the 242? (Ref 242. Overall Flight Rating and Instructor's Comments being applied? (Ref: 242. etc. etc. Are sufficient qualified support personnel available for the type of launch being carried out? Is effective. flights and debriefings? Is the Progress Book properly constructed and maintained IAW direction contained in the 242 (Ref: 242. 4. 4. 3. operations. Number of flights conducted by Evaluation Team: a. 3. Section 2) Is the weather closely monitored? Is wind speed and direction directly available (control tower. 3. 2.A-CR-CCP-242/PT-005 PART I . Section 1) Is there effective liaison between the CFI. FSS. 6. 5. Chapter 3. 2. d. Chapter 2. 5. 8. covering all aspects of the day's operation (weather. knowledgeable and exercising firm control? Is the daily operations briefing complete. Section 1) Are Progress Cards completed properly? Are Proficiency Levels. Chapter 3. the Flt Comd’s and the instructors? Is the chain of command respected? What mechanism(s) is (are) used to ensure effective review of student progress? Problems/concerns noted by the Evaluation Team or raised by the region.)? 1B-3 . Instructor: Student: Tow pilot: Other: Results of flights (observations and recommendations on individual flights will be made if necessary and presented to the Flt Comd/CFI/RCA Ops O). 2. What is the overall quality of briefings. Are glider launch and recovery procedures properly carried out IAW applicable orders (air tow. 7. Chapter 3. b. anemometer. examination of lesson plans.

Are the classrooms adequate (size. RGS and gliding sites proactive. Is there a FS survey schedule published for the calendar year? Is WFSO support adequate? Are these resources sufficient to carry out the scheduled surveys? If not. Chapter 1. 5. PART L . Are there any problems 7. furniture. Chapter 1.GLIDER SITE/RGS INSPECTIONS 1. Review documentation (student records. 3. Are there sufficient aircraft resources and support equipment to meet the requirements of the spring and fall familiarization programs and the RGS? Is there effective liaison and coordination between operations and maintenance staffs concerning the availability of tow aircraft. distribution. Section 2) Are the FS surveys conducted as directed (format.A-CR-CCP-242/PT-005 4. briefings. 5.FLIGHT SAFETY PROGRAM 1. PART N . Section 7) Is the inspection checklist adequate? Have written follow-up procedures been established to confirm that inspection deficiencies have been corrected? Problems/concerns noted by the Evaluation Team or raised by the region. 2. Section 7) Have written follow-up procedures been established to ensure that deficiencies identified in the survey have been corrected? Are the FS programs at the region. posters. 4. Are the required audio-visual aids available and in satisfactory condition? obtaining training aids and maintaining their serviceability? Problems/concerns noted by the Evaluation Team or raised by the region. 2.)? 1B-4 3. etc. 4. . course critiques). 3. etc.MAINTENANCE 1. Are inspections carried out as directed? (Ref: 242. 6. 4. Chapter 1. 6. PART M . what regional alternatives have been established to ensure the timely and objective completion of the survey requirements? (Ref 242. Section 3) Is base support adequate? Problems/concerns noted by the Evaluation Team or raised by the region.)? (Ref 242. chalk boards). exam results. 2. 5. gliders and support equipment to meet the short and long term goals of the flying program? Is there effective liaison between the engineering staff and the national technical authority? Are equipment unserviceabilities recorded as directed? Are test flight cards available and used for tow aircraft and gliders? Are maintenance test flights properly authorized and designated? (Ref: 242. Chapter 1. aggressive and effective (committee. 8. temperature. 7.

4. Chapter 1.g. General statement on the overall evaluation results. 10. Highlight serious deficiencies. Section 7) Are Practice Emergency Response checklists available and are the responsible supervisors fully knowledgeable with their use? Are the checklists dated with respect to currency? How often are the checklists reviewed and updated? Problems/concerns noted by the Evaluation Team or raised by the region. CFI. 7. PART O . 5. e. airmanship. positive. Gliding Site Comd’s. proactive. Make additional observations and recommendations as required. Remarks concerning the effectiveness of the familiarization and/or instructional staff with respect to knowledge of orders and directives. LCOs. 2. PART P .TEAM LEADER'S COMMENTS 1. negative. etc: a. flying ability. RGS CO. 3. b. LCOs. Evaluators to include a general statement on the overall support provided by the host base(s). instructional technique (as applicable) and flight safety. Remarks concerning the leadership and supervision provided at the various organization levels. Gliding Sites: RGS: RCA Ops O. 1B-5/1B-6 . and RCA Ops O. RGS and gliding sites? Are there sufficient FSO training slots available to meet the region requirements? Are Practice Emergency Response exercises carried out as directed? (Ref: 242. 8.BASE SUPPORT 1. Are there sufficient FS-qualified personnel at the region.A-CR-CCP-242/PT-005 6. Problems/concerns noted by the Evaluation Team or raised by the region. 2. Flt Comd’s. 9. reactive.

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FLYING TRAINING EVALUATION date month to date month year TEAM MEMBERS: OC ACGPSET: ACGPSET SEO: Assisting Member: Assisting Member: (Open as MSWord and reformat to legal size and landscape prior to using) Prepared by 2 Canadian Air Division .A-CR-CCP-242/PT-005 XXX Region FTE Report day TO day month year location XXX REGION .ACGP SET 1C-1 .

EXECUTIVE SUMMARY 2-1 The overall assessment of Regional Gliding School (XXX) is rated: XXXXXXXXX (See Ch 1 Sec 7) Repeat Observations: XXXXX The next Eval date is: XXXXXXXXX SECTION III . either positive or negative. Response Format: 1 Cdn Air Div Order Vol 5. on the Region's ability to conduct operations SECTION IV . the designated OPI must provide a written response to the NCA Ops O.SPECIAL INTEREST ITEMS 3-1 Special Interest Items are those observations/findings that warrant special attention. this section will describe any unique factors under which the FTE was conducted.A-CR-CCP-242/PT-005 XXX Region FTE Report day TO day month year location REF ITEM (From ACGPM Ch 1 Annex B) OPI PRI REGION COMMENT NCA Ops O COMMENT SECTION I . See NOTES. 508 Annex A Appendix 2 provides a sample visit response letter.PURPOSE AND SCOPE 1-1 Purpose: A brief description of the FTE mandate. In addition. SECTION II . Items that qualify for this section are those that have a significant impact.OBSERVATIONS STATUS OF PREVIOUS RECOMMENDATIONS 4-1 Status of Recommendations from XXXX Flight Training Evaluation (FTE) are as follows: Open: (add additional rows as required) Closed: (add additional rows as required) ORGANIZATION AND MANNING 4-4 Observation: Recommendation: 1C-2 Overall Section Rating: Overall Section Rating: 1-2 1-3 1-4 2-2 2-3 4-2 4-3 . Scope: Priority Descriptors: Following receipt of the FTE.

A-CR-CCP-242/PT-005 XXX Region FTE Report REF ITEM (From ACGPM Ch 1 Annex B) Observation: Recommendation: PUBLICATIONS 4-6 Observation: Recommendation: 4-7 Observation: Recommendation: LOGBOOKS 4-8 Observation: Recommendation: 4-9 Observation: Recommendation: PILOT TRAINING RECORDS / QUALIFICATIONS 4-10 Observation: Recommendation: 4-11 Observation: Recommendation: ANNUAL PROFICIENCY CHECK PROGRAM 4-12 Observation: Recommendation: 4-13 Observation: Recommendation: STANDARDS 4-14 Observation: Recommendation: 4-15 Observation: Overall Section Rating: Overall Section Rating: Overall Section Rating: Overall Section Rating: Overall Section Rating: day TO day month year OPI PRI REGION COMMENT location NCA Ops O COMMENT 4-5 1C-3 .

A-CR-CCP-242/PT-005 XXX Region FTE Report ITEM (From ACGPM Ch 1 Annex B) Recommendation: STAFF/STUDENT EVALUATION 4-16 Observation: Recommendation: 4-17 Observation: Recommendation: OPERATIONS 4-18 Observation: Recommendation: 4-19 Observation: Recommendation: GROUND SCHOOL 4-20 Observation: Recommendation: 4-21 Observation: Recommendation: GLIDER SITE/RGS INSPECTIONS 4-22 Observation: Recommendation: 4-23 Observation: Recommendation: MAINTENANCE 4-24 Observation: Recommendation: 4-25 Observation: Recommendation: Overall Section Rating: Overall Section Rating: Overall Section Rating: Overall Section Rating: Overall Section Rating: day TO day month year REGION COMMENT location NCA Ops O COMMENT REF OPI PRI 1C-4 .

2.CONCLUSION 5-1 NOTES Overall Section Rating: 1. 1C-5 .90 days as above. 4. Pri 1 . OPI and Priority are assigned by the SET based on Item and OA concerns. b. 5. NCA Ops O reviews and forwards Item comments to 2 Cdn Air Div HQ / AF TRG with attachments as required.30 days from receipt of the FTE Report by the Region. and Pri 3 . c. Pri 2 . Requests for response extensions should be forwarded through 2 Cdn Air Div HQ / ACGP SET. The Priority for responses from NCA Ops O to 2 Cdn Air Div is based on the following: a.60 days as above. 3. Region Cadet Support Unit / RCA Ops O forwards comments to NCA Ops O for review.A-CR-CCP-242/PT-005 XXX Region FTE Report REF ITEM (From ACGPM Ch 1 Annex B) day TO day month year OPI PRI REGION COMMENT location NCA Ops O COMMENT FLIGHT SAFETY PROGRAM 4-26 Observation: Recommendation: 4-27 Observation: Recommendation: SECTION V .

A-CR-CCP-242/PT-005 XXX Region FTE Report day TO day month year location 1C-6 .

The following are the overall dimensions. speeds. A limited description of the Schweizer 2-33 and some basic procedures involving assembly and pre-flight inspection are provided in the paragraphs that follow. Specific information on each item is found in the paragraphs that follow: DIMENSIONS and SPECIFICATIONS Length 25 ft 9 in Span 51 ft 0 in Height 9 ft 3 ½ in Wing Area 219. and Supplementary Regional Orders and Procedures. It has a one-piece canopy for increased visibility. Elmira.48 sq ft Aspect Ratio 11. New York. The wings are tapered in the outboard section and have spoilers/dive brakes incorporated. and specifications of the 2-33. 3.6 fps (156 fpm) 39 mph 34 to 37 mph 36. The information contained in this section is adapted from that manual.85 : 1 Basic Weight 600 lbs 1 Gross Weight 1 FLIGHT LIMITATIONS VNE (never exceed) Max Dive Speed Max Air Tow Max Speed (spoilers open) Max Auto / Winch Speed Manoeuvring Speed FLIGHT SPEEDS Slips (Forward & Turning) L/D (Best Glide Speed) L/D (Best Glide Ratio) Min Sink Speed Min Sink Rate Spiralling Speed Buffeting Speed Stall Speed (30 0 bank) Stall Speed (spoilers open) Stall Speed (level flight) DUAL 55 mph 50 mph 98 mph 98 mph 98 mph 98 mph 69 mph 65 mph SOLO 50 mph 45 mph 23 : 1 38 mph 2. SECTION 1 SCHWEIZER 2-33 GLIDER INTRODUCTION 1. Its construction is all metal with a fabric cover on the fuselage and tail surfaces.5 mph 36 mph 34 mph 1040 lbs ACGP gliders may be heavier due to equipment additions.A-CR-CCP-242/PT-005 CHAPTER 2 AIRCRAFT OPERATING INSTRUCTIONS AND STANDARD OPERATING PROCEDURES NOTE ACGP aircraft and equipment shall be inspected. TC Directives and Regulations.1 fps (186 fpm) 43 mph 39 to 42 mph 41 mph 40 mph 38 mph 2-1-1 . The 2-33 Sailplane manual produced by Schweizer Aircraft Corporation is the legal controlling document that must be carried on board the aircraft during flight. maintained and operated in accordance with the manufacturers' operating instructions. Ultimate Load Factor Maximum Load Factor WIND LIMITATIONS Max Headwind Max 90 0 Crosswind Max Tailwind 25 kts (28 mph) 8 kts (10 mph) 5 kts (6 mph) 7. GENERAL DESCRIPTION 2. standards and procedures detailed in this manual.67 g 42 mph 3. The 2-33 is a conventional two-place tandem intermediate training glider manufactured by Schweizer Aircraft Corporation. Always consult the weight & balance for each glider.0 g 4.

The rearward pressure applied on the spoiler handle controls the degree of braking. or A bungee-type control mounted on the floor in front of the control column. Control Column. Front. In addition. b. Operation. are not adjustable. 7. The main wheel is a split-rim type incorporating a Cleveland Model 30-63D hydraulic brake. 500. aft of the rear seat. including a hydraulic brake installation. Rear. (2) 6. as the rate of descent is so great that a proper flare for landing cannot be made. Spoiler and Brake Lever. actuated by a Gerdes Products A049-3P master cylinder located adjacent to the control bell-crank on the left hand side. to make an approach with dive brakes open in the speed range of 36 to 43 mph. One of three types of trim control is provided in the front cockpit. c.1303 all ACGP gliders shall have a functioning altimeter and ASI. Operation. the stall speed of the 2-33 is 36 mph solo and 40 mph dual. is provided. or A ratchet-type control mounted on the base of the control column. 8.A-CR-CCP-242/PT-005 FLIGHT CONTROLS 4. Push forward and down to unlock. The conventional left and right toe pedals. b. however. Trim Lever. superseding the mechanical brake. Located at centre of left side of cockpit. b. The following are applicable: a. a new main landing wheel. Front and rear controls are conventional in design and are mounted on a single torque tube (see Figure 2-1-1). 9. The following are applicable: a. Rear. Located at top left of front seat back. Instruments. Tow Release Knob. c. The wheel brake is actuated when the spoiler handle is brought fully to the rear within the last 1/2-inch of its travel. The conventional left and right toe pedals are located forward of the floorboard and are adjustable. The following are applicable: a. 2-1-2 . IAW CAR 522. c. located on either side of the front seat. Located at centre bottom of instrument panel. Flight instruments are mounted on the instrument panel in the front cockpit. The following apply: (1) When flying with dive brakes extended. Rudder pedals. A bungee-type control mounted on the left cockpit wall below the spoiler handle. To release. and pull straight back to desired position. b. ACGP gliders normally have a magnetic compass and either a VSI or variometer. Located on the left side of cockpit below the level of the instrument panel. Rear. depending on the year of manufacture of the glider: a. It is unsafe. 5. The hydraulic brake is rigged so that it is actuated only at the extreme aft position of the dive brake/wheel brake control handle. pull red knob out fully. Front. This is a disc-type brake. Front. Beginning with 2-33 Serial No.

0 to allow for material variations and inadvertent atmospheric conditions.5 is required for certification giving an ultimate load factor of 7. Optimum Flying Speeds. the 2-33 can develop very high loads if speed limitations are not rigidly observed. The following are applicable: L / D Best Gliding Speed (23:1) Minimum Sinking Speed Dual 50 mph Dual 42 mph / 3. the pilot can do so inadvertently with abrupt manoeuvres. The following is provided by the manufacturer for the 2-33 at 1. Because of its light wing loading. The following operating limits are critical to safe flight and must be adhered to by all ACGP glider pilots.6 fps 11. Although the maximum load factor of 4. brakes open or closed) Air tow (never exceed) Spoilers extended (never exceed speed) Auto and winch tow (never exceed speed) Begin manoeuvring with caution NOTES ON FLIGHT LIMITATIONS 1. Over 65 mph. A safety factor of 1. 2. the pilot must manoeuvre with caution.A-CR-CCP-242/PT-005 Fig 2-1-1 2-33 Cockpit and Controls 10.1 fps Solo 45 mph Solo 38 mph / 2.040 lb gross weight: Dive (never exceed. Speeds between 65 mph and the 98 mph shall be treated as a cautionary range and manoeuvring within this range should be reduced to a minimum as velocity increases. 2-1-3 98 mph 98 mph 98 mph 69 mph 65 mph . Flight Limitations.67 should never be exceeded.

etc. Stall Speed Stall Speed (with dive brakes open) 38 mph Dual 40 mph Dual 34 mph Solo 36 mph Solo 14. 2. WEIGHT. Weight and Balance. See Annex E for a manual example of weight and balance calculations for any 2-33. Buffet may not be present if moisture is accumulating on the wing surfaces and the glider may develop a high sink rate with little or no other indications of a stalled condition. 4. Solo flight from front seat only. The weight and empty C of G of each glider is determined at manufacture or on subsequent reweighing. and this information must then be used to calculate the operational weight and balance. A 19-pound removable ballast will be needed by some pilots to keep the C of G within approved limits. unless the glider is in a forward slip. Winch or auto launches may be executed using either the forward or the C of G tow hook. The glider must be operated within the maximum limit of gross weight. and it must be balanced within the forward and rearward C of G limit. BALANCE AND PLACARDS 15. The 2-33 will spin depending on the weight of pilots and equipment. Stalls. Water around the static ports of the pitot-static boom can affect position error and raise the indicated airspeed at which stall occurs by an additional 1-2 mph. Project vertical line at rear seat load. Stalls are very gentle and always straight ahead with no tendency to fall off to either direction. Max Weight Limit 150 60 40 20 0 Kg. Spins. No Ballast Ballast 100 50 0 Lbs. Buffeting usually occurs before the stall. the C. 3.G.A-CR-CCP-242/PT-005 12. 13. Gross w eight must not exceed 1040 lbs. Winch/Auto Launches − Use of C of G and Forward Tow Hooks. If intersection of the lines is w ithin the envelope. 5. is w ithin limits. Water build-up on the upper surfaces of the wing can raise stall speeds by 1-2 mph. Care should be taken to avoid stalls and spins at low altitude by using extra speed. An Excel program has been developed to determine the C of G envelope of each 2-33. 0 Kg. 0 Rear C of G Limit 50 20 100 40 150 60 80 200 100 250 120 300 140 350 160 400 180 Rear Seat Load Figure 2-1-2 Sample 2-33 Loading Graph 2-1-4 . in which case it may drop toward the trailing wing. 160 140 350 300 250 200 Forward C of G Limit C-FQON Front Seat Load 120 100 80 1. although using the C of G tow hook will result in a higher launch altitude. There is no tendency to oscillate with either method. The following are applicable: Aerodynamic differences have been identified when flying the 2-33 glider in rain. Project horizontal line at front seat load.

Proper loading must be confirmed by the pilot before each flight. SPIRALLING IN THERMALS 20. Maximum Weight Aft Pilot/220 Forward − 150. Placard weights are also installed in the cockpit of the 2-33. Cockpit Fitting . stored in an easily visible area of either cockpit. since the maximum useable load for this glider is 370 lbs (220 plus 150).A-CR-CCP-242/PT-005 16. Ballast weight must be added if the weight of the pilot is less than the placard minimum. or soaring pilot conversion to ACGP pilot training. This is especially true in strong. Loading Graph. The average thermal diameter is quite small requiring a fairly steep bank. c. then the maximum weight of the rear passenger cannot be more than 150 lbs. solo or dual. Adherence to this placard is essential to ensure that the useable maximum weight of the glider is not exceeded. If the front seat pilot weighs 220 lbs. If the front seat pilot weighs 100 lbs. Stall and Buffeting Speeds. it is not necessary in areas where large diameter thermals are found. To remain aloft or gain altitude in a thermal. USE OF SEAT SPACERS AND SEAT CUSHIONS 18. 19. then the minimum weight of the rear passenger cannot be less than 120 lbs.When conducting any ab-initio glider student training. Placards. it is necessary to spiral. The best flying speed in any thermal at any degree of bank is 1 or 2 mph above the buffet before the stall as the example that follows illustrates: Due to various differences in the 2-33. which will allow the pilot to easily determine the correct loading. Minimum Weight Aft Pilot/100 Forward − 120.5 mph 34 to 37 mph 39 mph Stalling speed (level flight) Stalling speed (30 degree bank) Buffeting speed Spiralling speed 21. power pilot conversion to glider pilot conversion training. The minimum sink and stalling speeds are directly proportional to the angle of bank. Solo − 134. small diameter thermals. these gliders may stall as much as 5 mph faster than the placard speeds. Minimum Weight Forward Pilot. Sometimes it is necessary to bank steeply and sacrifice slow speed and a low sink rate to remain within the limits of the thermal. Each 2-33 shall have a Loading Graph (see representative example in Figure 2-1-2 above. 2-1-5 . See Ch 2 Annex D for Use of Spacers and Cushions in the ACGP 2-33. Adherence to this placard is essential to ensure that the C of G is maintained within approved limits for solo flight. 17. a cockpit fitting shall precede the first training flight and shall be recorded on the Initial Cockpit Fitting Card. See the following example for details: Maximum weight aft pilot/220 lbs forward Minimum weight aft pilot/100 lbs forward Minimum weight forward pilot solo 150 lbs 120 lbs 134 lbs a. DUAL 38 mph 41 mph 39 to 42 mph 43 mph SOLO 34 mph 36. See Ch 3 Annex A Card 9. in order to properly balance the glider. Adherence to this placard is essential to ensure that the aft C of G is maintained within the approved limit. b. with or without ballast. Although this is general practice.

Remove trailer from towing vehicle and block the trailer wheels. d. maintain clearance between the fuselage and the trailer stabilizer mount uprights. Wing and strut attachment AN bolts with a minimum grip length of 1-13/16 inches must be MPI inspected prior to use. The erection of the 2-33A glider is accomplished beginning with the removal from the trailer: a. Remove the wing-to-trailer lower attachment pin. i. 1 and 2 commercial safety pins. Support the wing to prevent twisting and remove the wing-to-trailer upper attachment pin. Affected bolts will have a green dye applied indicating the inspection has been completed. the number of bolted attachments is kept to a minimum. all of the attachment fittings may be made with the appropriate AN bolts. nuts and cotter pins specified in the maintenance manual. Repeat 2c through 2f for the other wing. However. When slipping above the manoeuvring speed. Remove the glider rear wheel bracket to trailer attachment. j. e. the wing root area will be stencilled to indicate the proper attachment hardware. g. 25. forward slips and slipping turns must be recovered by 150 ft AGL. Aircraft Assembly. h. Block and stabilize the trailer in a nose up position. To prevent damage to the glider fuselage. Raise wing high enough to prevent the wing from striking the trailer saddles and fenders f. Remove the fuselage-to-trailer front tie-downs and carefully roll the glider back out of the trailer wheel well and off the trailer. NOTE The RH wing is mounted on the left hand side of the trailer and the LH wing is mounted on the right side of the trailer. If an AN7 bolt is required. ERECTION PROCEDURE FOR THE 2-33 23. use smooth control inputs. Considering that the glider may be dis-assembled and assembled rather frequently. The 2-33 can be slipped both while moving forward and while turning. c.A-CR-CCP-242/PT-005 SLIPPING 22. 24. The indicated airspeed shall be a minimum of 50 mph solo and 55 mph dual to ensure controllability. Except in an emergency. The LS-1 safety pin is an acceptable alternate for the No. Remove the wing from the trailer and place the wing on ground protection. Some aircraft fuselage rear wing fittings and wing attachment fittings with worn holes may have been reworked to accept an AN7 bolt. Support the glider fuselage. Remove the wing-to-trailer tie-downs. 2-1-6 . b. Block and stabilize the trailer in a nose down attitude. Removal from Open Air Trailer. Position trailer into the wind or place trailer in a protected area.

Raise LH strut and attach to the wing strut fitting with AN7 bolt with washer under head and nut. Place the stabilizer struts in position and secure each with AN3-7 bolts. with a washer under the head.A-CR-CCP-242/PT-005 a. Position the glider upright. Both dive brakes open equally. Connect the radio antenna. Secure in place using an AN36A bolt. a. Safety pins shall not be used in this location. c. b. Attach the fuselage dive brake push tube to the LH wing torque tube bell-crank. AN310-4 nut. Lift and place LH wing in position and attach to the fuselage with an AN7 bolt in the front fitting and an AN6 bolt in the rear fitting. through 23d for the RH wing installation. place assembled elevator and stabilizer into position. g. Install the nut finger tight so the spacer can still be rotated by hand. d. A Post-Assembly inspection shall be performed to ensure the aircraft has been assembled properly and that: a. e. AN960-416L washers. check that the dive brake torque tube fittings (bolt and slot) are properly positioned to mesh. All control components are properly safetied. Install spacers on the nut side. and the wheel brake activates at the end of the control travel. Connect elevator push-rod to elevator horn with an AN4-6 bolt. The aircraft was assembled in compliance with the maintenance instructions. 2-1-7 . Post-Assembly Inspection. Re-check each wing for proper installation and safety. Safety pins shall not be used in this location. The wing tip outrigger wheel is installed by inserting the ferrule on the spring assembly into a hole in the lower side of the wing. Install the wing gap cover. an AN310 nut and cotter pin. Rudder is neutral in conjunction with the rudder pedals. nuts and safety/cotter pins. d. Attach the left and right wing struts to the fuselage with AN7 (7/16-inch) bolts. b. with both wing dive brakes closed. NOTE While aligning the RH swing into position. and the pierced strap is inserted in the link-up mechanism and tightened with a screwdriver. an AN960-10 washer. 26. Install the nut and safety/cotter pin. and AN365428 nuts. c. The Plexiglas assembly is put in place between the wing leading edges and secured with the aero-lock studs. and Ailerons are neutral in conjunction with the control column position. Attach aileron push-rod to bell-crank to the fuselage bell-crank using an AN393-25 clevis pin and safety/cotter pin. Install safety/cotter pin. b. Use an AN393-21 clevis pin and secure with safety/cotter pin. washers. Installation of Stabilizer and Elevator. The back gap cover assembly is then hooked over the wing trailing edges. AN960-416 washer and a cotter pin. h. c. 27. e. f. Repeat paragraphs 23a. Secure the horizontal stabilizer front and rear spar fittings to the fuselage with AN4 bolts. i. With the horizontal stabilizer strut attachment fittings on the bottom. All controls move freely and in the correct direction with no binding or lost motion. Install the head protector and wing root liners.

operation and security of attachments and any signs of failure (see Figure 2-1-3): a. b. attachment points and pushrods for security. ballast and battery. Check condition of wing. cleanliness. Cockpit/Interior Fuselage: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) Check canopy for condition. Check aileron hinges. PRE-FLIGHT INSPECTION 29. Check wing pins for position and wing bolts for wear. a. Check right fuselage fabric for wear. Check that canopy fairing on upper wing surface is flush and secure. front and rear. 2-1-8 . locking and sense of operation” (Signature) These signatures do not have to done by an AME but by persons duly qualified for elementary work and independent checks by the RCA Ops O or RC Eng O.A-CR-CCP-242/PT-005 28. Right Wing/Fuselage: (1) (2) (3) (4) (5) (6) (7) Check wing strut bolts for security. Check instruments. Check control cables and pulleys for security and wear. Check interior of fuselage for signs of wear. Complete and sign GLIDER FINAL ASSEMBLY CHECKLIST. Check spoiler/dive brake hinges and connections for security and wear. Post-Assembly Independent Inspection. Check trim lever for freedom of movement and effectiveness. Check out-rigger wheels for security and wear. check canopy attachment points and latch. Check rear door hinge. Check for proper seat and back cushions and spacers. Check brake and spoiler connections for security. Inspect for condition. radio. catches and rear window attachment points. Suggested entries as follows: “Aircraft assembled in compliance with the 2-33A parts and maintenance manual section A” (Signature) “Flight controls checked for correct assembly. NOTE Ensure that two entries are made in the journey log. Check control column and rudder pedals for security and wear. Check release mechanism.

Check left fuselage fabric for wear. Check rudder cable connection for security. Check spoiler/dive brake hinges and connections for security and wear. Nose/Wheel Area: (1) (2) (3) Check skid and skid plate for security and wear. Check aileron hinges.A-CR-CCP-242/PT-005 c. Check wheel. tire (25-30 psi) and brake. Left Wing/Fuselage: (1) (2) (3) (4) (5) (6) (7) Check wing strut bolts for security. Check pitot tubes and static vent for obstructions. Check condition of wing. d. e. Check tail wheel assembly for freedom of movement and security. Check all hinges and bolts on tail assembly for security. 2-1-9 . Check pushrod attachment to elevator horn for security. Tail Assembly: (1) (2) (3) (4) (5) (6) Check right inspection port covers for security. Check out-rigger wheels for security and wear. Check horizontal stabilizer struts and stabilizer attachment to fuselage for security. attachment points and pushrods for security. Do not blow into the pitot tube. Check that canopy fairing on upper wing surface is flush and secure.

A-CR-CCP-242/PT-005 Figure 2-1-3 2-33 Pre-Flight Inspection 2-1-10 .

circuit pattern.A-CR-CCP-242/PT-005 SECTION 2 GLIDING OPERATIONS GENERAL SOPs OPERATIONS BRIEFING 1. “Light Precipitation” is defined as: a. the following factors need to be considered: storm size. PIREPs should be used to track and communicate progress of hazardous weather using ground references as distance markers. Glider launches shall not commence or continue during periods of precipitation that are in excess of “light”. For those gliding sites that are not included in METARs. providing the pilot is night rated and the aircraft is properly equipped in accordance with TC regulations. direction. b. Operations may be based on hand-held anemometer readings. Site supervisors shall be in possession of a hand-held anemometer or equivalent. proficiency. every gliding site prior to daily flying operations. emergency procedures. the tow pilot. size of operation and number of personnel available. launch and recovery procedures. WEATHER FORECASTS 3. 6. storm speed. the Retrieve driver. The crosswind limit may be increased to 15 knots (17 mph) during Tow Pilot Conversion. as taken from the Environment Canada Manual of Surface Weather Observations. and currency training with a qualified Tow Aircraft Standards or Check pilot. and Puddles form very slowly. 8. When devising scenarios for the Emergency of the Day exercise. In addition to more formal weather information sources. it is best to include some scenarios that would require a response from the glider pilot. storm track. and the associated mechanical turbulence shall be considered in conjunction with the experience level of the glider pilots when making a decision on whether or not to conduct gliding operations. crew responsibilities. NOTAMS. differ significantly from wind readings taken on the field. Tow Aircraft Crosswind Limitations. 8 knots (10 mph) 90 degrees crosswind or a maximum tailwind component of 5 knots (6 mph). WEATHER LIMITATIONS 4. Personnel shall be briefed on all aspects of the operation such as weather forecast/report. weather limitations. 5. The crosswind limitation for the L-19/C305 is 10 knots (11 mph). When making the decision to continue or shut down air operations. In addition to crosswind limitations. All ACGP gliding sites shall have current weather forecast information available at the launch site for all pilots to review prior to flight. Individual rain drops are easily seen. the auto launch vehicle driver. ACGP flying operations shall be conducted in daylight VFR conditions. particularly where ATS reports are inadequate or field site readings may provide a more accurate indication of winds in the launch/touchdown zones. A briefing guide shall be produced for. The fundamental relationship between wind conditions and the safety of gliding operations is well demonstrated. 2-33 Crosswind Limitations. may authorize tow aircraft night flying under VFR conditions. Site supervisors must exercise sound judgement when ATS reports. 7. or any other person involved in routine glider launch operations. c. 9. if available. the LCO. 2-2-1 . gustiness. Gliding operations may be conducted in surface wind conditions not exceeding 25 knots (28 mph) headwind. 2. local terrain. emergency landing areas (both on and off the airfield) and crash response. Hardly any spray over hard surfaces. In no case shall ACGP air operations commence or continue if weather hazardous to gliding operations is within 5 miles. The crosswind limitation for tow aircraft operations in the Scout is 15 knots (17 mph) at 90 degrees. the wind speed. and be used by. The RCA Ops O. the winch operator.

Wind gusts are a hazard due to the light weight and relatively slow stalling speed of the gliders. gust conditions normally include rapid and repeated changes in wind direction. 11. Additionally. 10. Figure 2-2-1 Crosswind Limitations 2-2-2 . Firstly. The maximum permissible gust differential is 10 knots or 12 mph. A gust condition exists when both of the following conditions exist. the main gust peak is 15 knots or greater and secondly the peak gust speed is at least 5 knots higher than the two minute average speed.A-CR-CCP-242/PT-005 The crosswind component chart that follows indicates surface wind limitations for gliding operations for various crosswind conditions.

Basic Dimensions . Under-run . 13. as measured from the landing lane threshold. See Figures 2-2-4 and 2-2-5. highest obstacle is 182 ft AGL With a 200 slope. continuing in an arc from the threshold to the edge of the protected approach path.shall be no less than 75 ft on either side of the centre of the landing lane. may be unprepared surface but have no physical hazards that would cause other than minor damage to the glider Figure 2-2-2 Lateral Obstacle Clearance would cause other than minor damage to the glider. No obstacles shall penetrate this protected Lateral Transition Slope with the exception of an isolated obstacle. highest obstacle is 364 ft AGL (angle lines not to scale) (angle lines not to scale) 75 ft Figure 2-2-3 Lateral Transition Slope . Once beyond the prepared landing lane. Lateral Obstacle Clearance .A-CR-CCP-242/PT-005 GLIDER AIRFIELD OPERATION CRITERIA 12.shall consist of the first 300 ft of the protected approach path. 2-2-3 . 200 from centre of landing lane and extending 1000 ft horizontally Single Landing Lane 27 ft AGL 75 ft 75 ft With a 200 slope.once beyond the 75 ft lateral obstacle clearance. 14. but poses no mechanical turbulence hazard.the minimum prepared surface for all glider landing lanes shall be no less than 1000 ft long and 75 ft wide. See Figures 2-2-3 and 2-2-5. no obstacles shall penetrate a 6 degree glide slope.Horizontal View 15. 16. the surface may be unprepared but shall have no physical hazards that Glider Landing Lane min 75 ft wide Lateral Obstacle Clearance 75 ft from centre of landing lane Beyond the prepared landing lane. at 1000 ft from centreline. a 20 degree protected slope shall extend horizontally for 1000 ft along the entire length of the landing lane. The surface may be unprepared but shall have no physical hazards that would cause other than minor damage to the glider.shall consist of a divergence angle no less than 5 degrees from each applicable threshold corner. Lateral Transition Slope . extending horizontally 1000 ft wherein. at 500 ft from centreline. Protected Approach Path . which meets the obstacle clearance criteria outlined under Lateral Obstacle Clearance. and as measured from the centre of the landing lane. See Figure 2-2-2. See Figures 2-2-4 and 2-2-5. excepting the area comprising the under-run. Lateral Transition Slope Once beyond 75 ft obstacle clearance.

Glider landing lanes may be immediately adjacent to another glider landing lane and in this case.A-CR-CCP-242/PT-005 17. 2-2-4 . All clearances shall now be measured from the outermost landing lane. 60 Protected Approach Path (angle line not to scale) approx 105 ft AGL 1000 ft horizontally from threshold 32 ft AGL Min 1000 ft prepared Landing Lane 200 ft Over-run Planned Touch-down Point 200 ft from threshold 300 ft Under-run Figure 2-2-4 Protected Approach Path . The surface may be unprepared but shall have no physical hazards that would cause other than minor damage to the glider. 18. shall be clearly delineated for visibility from the air. Planned Touch-Down Point . as measured from the end of the landing lane.shall be no less than 200 ft in length.Side View Lateral Transition Slope As measured from the centre of the landing lane. See Figures 2-2-4 and 2-2-5.as per Alternate Requirement para. a 200 slope extending 1000 ft horizontally along the entire length of the landing lane. and Alternate . and shall match the width of the landing lane. may be unprepared surface but hazard free Figure 2-2-5 Single Glider Landing Lane . Primary Landing Lane(s) . Multiple Glider Landing Lanes .Vertical View 19.used frequently throughout the day. Landing lanes shall be designated as: a. Over-run . See Figure 2-2-6.shall be no less than 200 ft inside the landing lane threshold. b. continuing in an arc from the threshold to the edge of the protected approach path Planned TouchDown Point 200 ft from threshold Protected Approach Path 50 divergence & no obstacles penetrating 60 slope for 1000 ft from threshold 300 ft Under-run 1000 ft 200 ft Over-run Lateral Obstacle Clearance 75 ft measured from centre of lane.

In those instances when multiple gliders will be launched.Once the minimum number of Primary Lanes has been established. but its location shall allow a glider to be established on Final by 300 ft AGL from the normal circuit IP.three Primary landing lanes.shall not change Glider Airfield Operation Criteria.A-CR-CCP-242/PT-005 Lateral Transition Slope Now measured from centre of outermost landing lane Over -run Lateral Obstacle Clearance Now measured from centre of outermost landing lane This area another possible Alternate Landing Area Main Runway -and Possible Alternate Landing Area Under -run Planned Touchdown Points 200 ft from threshold Lateral Transition Slope Now measured from centre of outermost landing lane Protected Approach Path Now measured from corner of outermost landing lane Figure 2-2-6 Multiple Glider Landing Lanes .Vertical View 20. tow and glider AUW. which shall be no less than 5000 ft long and 75 ft wide. Method Of Launch . 24. the active and/or hardened runway(s). except the Lateral Transition Slope may be 30 degrees. 22.two Primary landing lanes. or an area on the opposite side of the hardened and/or active runway. and there is no requirement to specify a Planned Touchdown Point. Special consideration must be given to operational variables such as wind. Multiple Glider Launches . Air Tow Launch .operations shall only be conducted on hardened runway surfaces. the following minimum number of Primary landing lanes shall be available: a. 1-2 gliders to be launched . but is not restricted to. c. The Alternate may include. 2-2-5 . b. and 5 gliders or more to be launched .surface minimums shall reflect all aircraft operating limitations as set out in the applicable aircraft operator’s handbook. an area immediately adjacent to the Primary landing lane(s). 3-4 gliders to be launched . a minimum of one Alternate must be available to an in-flight glider should the Primary Lane(s) be occupied or otherwise unserviceable. It shall meet all criteria listed above. 21. The Alternate is not necessarily part of daily operations. Alternate Requirement .one Primary landing lane. density altitude. 23. Auto Tow Launch .

LAUNCH CONTROL OFFICER. QUALIFICATION STANDARDS . launch vehicles and winches prior to the commencement of flying operations. DAILY INSPECTIONS 27.the glider launch site shall be a minimum of 500 ft long and 75 ft wide. Frequent rope and cable inspections shall be made throughout the day when conditions for rapid wear are present. Section 3. The DIs shall be certified on the appropriate forms by either an aircraft maintenance engineer. 26. 31. using B-GA-104-000/FP-001 Operational Airworthiness Manual para 317 Operational Waiver. Finally. When extensive over-water flight is anticipated. A vehicle capable of transporting equipment and personnel to within proximity of the crash site. Crash Rescue Equipment. 29. First aid kit. 28. or a vehicle operator qualified on the equipment being used. appropriate survival items shall be carried during cross-country flights over sparsely populated or inhospitable terrain with respect to actual and forecast weather conditions. Non-Conforming Airfields . Winch Launch . Two fire extinguishers. d. to the ACGP Operational Airworthiness Authority (OAA).A-CR-CCP-242/PT-005 25. g. operating on a common frequency. Disposable camera. and drogue chutes shall be thoroughly inspected on a daily basis. e. f. Refer to Chapter 1. An LCO shall be on duty when conducting ACGP glider familiarization and/or glider training operations that involve multiple launches. ACGP personnel shall wear protective headgear for protection against the sun. launch cables. Glider pilots shall inspect the tow line weak link and ring assembly prior to each launch. ACGP personnel shall hold restricted radio-telephone operator's certificates endorsed for aeronautical radios. LAUNCH CONTROL OFFICER (LCO) 30. D08-113. a Personal Flotation Device shall be worn. b. the following mandatory equipment shall be positioned in close proximity to the launch site and the LCO: a. 29. Tow ropes. ACGP personnel shall wear flight clothing in accordance with Scale of Issue CFS 8. a student qualified to carry out DIs. gliders and tow aircraft shall be equipped with serviceable two-way VHF radios. To facilitate its use. a qualified pilot. DIs shall be carried out on tow aircraft. glare and dehydration. SURVIVAL AND CRASH RESCUE EQUIPMENT 30. Annex B details the Glider Daily Inspection.requests for operations on airfields not meeting Glider Airfield Operation Criteria shall be forwarded through the NCA Ops O. Fire fighter’s combination tool. Crash axe. Clothing and Survival Equipment. and 2-2-6 . c. The LCO. COMMUNICATION EQUIPMENT AND PROCEDURES 28. Additionally. CLOTHING. Rescue knife (harness cutter). The rope/cable layout path shall be a straight line running from launch to winch site and shall be no less than 2500 ft long and 75 ft wide. gliders. The launch site and rope/cable layout path shall be obstacle free.

Controls functional. g. Confirm security of canopy latch by touch. rudder pedals adjusted. c. then close and lock. b. all glider pilots will perform a limited preflight inspection (walk-around). Altimeter Setting Region. RELEASE HOOK CHECK 32. Altimeters shall be set in accordance with the procedures outlined in the Transport Canada Aeronautical Information Manual (TC AIM). NOTE If an airport crash response system is available.A-CR-CCP-242/PT-005 h. c. PRE-TAKE-OFF CHECK 34. then continuing with the remainder of the check. rear window and door closed and locked. Trim shall be set full aft for auto tow. repeating the last completed item. (C)ontrols. A release hook check shall be performed as part of the pre-take-off check prior to the first flight of the LIMITED PRE-FLIGHT INSPECTION (WALK-AROUND) 33. (T)rim. ALTIMETER SETTING 35. Check the following: a. Straps secure front and back seat. f. as a minimum. (B)allast. Trim shall be set full forward for aero tow and winch. Trim set for takeoff. Weight limitations and ballast. 2-2-7 . The pre-take-off check shall be completed as prescribed in the aircraft operator's manual in the case of tow aircraft. and as indicated for gliders in the paragraphs that follow. (I)nstruments. Prior to strapping into a glider. Elevator pushrod assembly (including bolts). Rules of the Air and Air Traffic Services (RAC) Chapter 2 Section 2. c. Operation and security. Instruments checked. radio and altimeter set.10. d. e. (R)elease. (S)traps. b. which will include an inspection of the following items: a. d. The glider pre-take-off check shall be performed verbally and by touch prior to each launch. Operation. h. d. and Pitot/static assembly. day. (S)poilers. Two wool blankets. then the mandatory equipment may be reduced to items a. Wheels and skid. Canopy. and e. including after a crew change. All tow pilots and glider pilots shall complete a pre-take-off check prior to launch. Any interruption of these checks shall require. b. (C)anopy/Door. Wing leading edges.

Recurring instances of the tow hook not seating against the release arm may indicate a problem that needs to be investigated by an AME: and If the tow hook is able to slide through the release arm.e. c. do not continue with the flight. (A)rea. b. If the release assembly has opened. environmental factors such as grass or the need to kneel in mud may restrict the hook-up person's view of the release mechanism.A-CR-CCP-242/PT-005 HOOK-UP PROCEDURES FOR SCHWEIZER 2-33 GLIDERS 36. Check for conflicting traffic in the practice area. especially at the release point. (A)ttitude/Position. The air tow hook (forward) shall be used for all air tow launches. pulling it forward in line with the glider's longitudinal axis. although using the C of G hook will result in higher launches. Ensure glider is in the proper attitude. c. Raising the glider nose. Figure 2-2-7 Proper Engagement PRE-RELEASE CHECK 39. wings level/high tow. Once the tow rope has been attached to the release mechanism. will assist in completing the visual inspection needed to confirm that the release mechanism has been correctly engaged. Ensure glider is approaching the pre-briefed release point. Do not fly the glider until advised by an AME. Because the hook-up is close to the ground. (1) If the tow hook is not seated against the release arm (See Figure 2-2-8). Figure 2-2-8 Incorrect Engagements The following check shall be completed prior to releasing the glider from the tow aircraft: a. d. (see Figure 2-2-8) do not continue with the flight. Do not fly the glider until advised by an AME. (2) b. 2-2-8 . Re-inspect the release assembly to ensure that is has remained completely closed. The C of G hook (rear) or the forward hook may be used for ground based launches. i. Ensure glider is at or is approaching the pre-briefed altitude. even partially. The glider nose should be raised during the glider hook-up. d. visually confirm the step of the tow hook is seated against the release arm (See Figure 2-2-7). have the pilot activate the release mechanism and repeat the hook-up. From a 90 degree side angle to the nose of the glider. by either holding down the tail or lifting with the nose handle. (A)ltitude. 37. Tug on the tow rope. confirm the security of the release mechanism visually and through the application of tension: a. 38. (T)raffic.

Assess wind speed and direction. Straps secure front and back. as required. SPIRAL. (A)ltitude. Spirals shall be recovered above 1500 feet AGL. PRE-LANDING CHECK 42. Check operation and position. f. b. Check front and back seat harness security. d.A-CR-CCP-242/PT-005 PRE-STALL. and Incipient and full spins shall be recovered above 2000 feet AGL. point: The "SWARTSC" pre-landing check shall be completed prior to reaching a point abeam the touch-down a. STALL. spin or spiral dive exercises: a. d. SPIN. g. The following “ASCOT” check shall be completed before executing either stall. Set trim as required. Forward slips shall not be continued below 150 feet AGL. Stalls shall be recovered above 1500 feet AGL. Check for conflicting traffic and ensure clear of built-up areas. SPIRAL CHECK 40. Call Downwind/Base. Ensure no loose objects. (T)rim/Traffic. (O)bjects. Calculate the approach speed (50 mph plus wind speed.) (R)adio. b. (C)anopy. b. Canopy. e. (S)traps. Canopy. (S)poilers. (A)irspeed. d. including any gust factor. Ensure entry altitude will permit recovery by the required altitudes that follow. FORWARD SLIP RECOVERY ALTITUDES 41. e. rear window and door closed. Fly downwind at 50 mph IAS. (S)traps. c. (W)ind. and check for conflicting traffic. except in an emergency. (T)raffic/Terrain. c. SPIN. rear window and door closed and locked. (C)anopy. c. Recovery altitudes are as follows: a. Confirm security of canopy latch by touch. Confirm security of canopy latch by touch. 2-2-9 .

Base Leg. Final Approach and Landing (Figure 2-2-7). including any gusts. Downwind. Circuit procedures in the ACGP shall be based on an ideal circuit consisting of the Initial Point.A-CR-CCP-242/PT-005 GLIDER CIRCUIT 43. must be added to 50 mph for base and final approach. Base Turn. The reported wind speed. PRACTICE AREA WIND INITIAL POINT OF CIRCUIT ENTRY 1000 FEET (AGL) PRE-LANDING CHECK TOUCHDOWN POINT LAUNCH POINT BASE TURN TO BE COMPLETED BY 500 FEET (AGL) FINAL TURN TO BE COMPLETED BY 300 FEET (AGL) Figure 2-2-9 Example of a Right Hand Circuit 2-2-10 . Final Turn.

it should be the wing tip person who called "My Wing" who should assume control of a glider push crew. Frequent use is prohibited. in order to maximize glide distance.It is preferable to use the wing tips for steering since the wing tip persons have the better view. the Tow Bar itself provides the steering and braking. A person shall be positioned at the tail plane for lifting when moving backward. Therefore. Additionally. however the fragility of the horizontal stabilizer should be considered. therefore making any drag reduction due to ground effect small as well. Steering by the tail is acceptable. The minimum length of rope between a tow vehicle and glider shall be 30 feet. wing tips shall be manned to ensure clearance. By Hand. Steering by the nose handle is acceptable. Placards denoting safe and unsafe handling areas shall be observed. with respect to personnel safety considerations and adequate clearance between the glider and obstacles. GLIDER GROUND MOVEMENTS 46. any drag reduction is significant only when the wing is just a few feet above the ground. a maximum of six gliders are to be towed at once and this number is to be reduced when rough terrain or winds dictate. The struts are used to apply the movement force. for whatever reason. only one person is required at one wing tip to maintain wings 2-2-11 b. fly L/D max airspeed adjusted for wind and hold that airspeed until the flare/round-out. especially in a high-wing glider.In most cases. Normally. To prevent structural damage to the lead glider. Use of a Spotter will provide an extra measure of safety when moving in close quarters. A penetration approach is defined as an attempt to increase gliding distance. wing tips shall be manned to ensure proper clearance. Steering . GLIDING DISTANCE WILL BE LOST.When manoeuvring around obstacles. Do not taxi off unless airmanship or an emergency requires ground manoeuvring. When manoeuvring around obstacles.Forward movement of gliders is acceptable when the rotation of the glider through 180 degrees is unnecessary or inappropriate. the preferred direction shall be backwards with the pushing force applied to the struts. while ensuring safe clearance from all obstacles. PENETRATION APPROACHES (DIVING INTO GROUND EFFECT TO ATTEMPT TO STRETCH GLIDING DISTANCE) ARE PROHIBITED. Gliders may occasionally be moved using a Tow Bar attached to the rear tie down point provided there are no occupants in the glider and the terrain is smooth. UNLESS THE PILOT FLIES THE PROFILE PERFECTLY AND THE TERRAIN CONDITIONS ARE IDEAL. although best suited for short distances. By Tow Bar. Several gliders may be towed forward at once in a “train” with the second and subsequent gliders attached to the glider’s tail tie down point. Manning . Land and continue straight ahead until the glider comes to a complete stop. The minimum length of these ropes shall be 30 feet. This is to be kept to a minimum. Backward . by placing the glider in ground effect at a high energy state. a. however consideration must be given to whether it is best to use the struts for pulling (person near the leading edge) or pushing (person bending under the trailing edge). and since they are on the outside of the turn can control the rate of turn. . By Vehicle Rope Tow. a condition hard to fly consistently or safely. LANDING GROUND ROLL 45. When moving gliders with a Tow Bar. Occasional use means several times per aircraft per year vice frequent use of several times per aircraft per day. The following edited excerpt from an article in Soaring Magazine (Feb 90) clearly identifies the futility of the procedure: Is diving into ground effect worth it? No! The high aspect ratio of gliders keeps induced drag small. Glider ground movements shall be exercised with caution. have better leverage for turning. Forward .A-CR-CCP-242/PT-005 PENETRATION APPROACHES 44. Control . c.When moving gliders by hand.

Representative Glider Tie-Down Methods. 2-2-12 . When manoeuvring around other aircraft or into/out of hangars. Based on a 600 lb empty weight. personnel shall be positioned at each wing tip to ensure proper clearance. See Figures 2-2-8.Lifting Forces on a Tied Down 2-33 48. This tow bar has been designed to limit glider structural damage and no tow bar modifications are authorized without approval from the National Technical Authority (NTA). a minimum of 15 feet should be maintained between glider wing tips (see Figure 2-2-9). Figure 2-2-11 Glider Tie-Downs 49. To ensure sufficient clearance is provided between parked aircraft.A-CR-CCP-242/PT-005 level. The only tow bars authorized for ACGP use are those manufactured and identified in accordance with Drawing QETE-00063. The clearance also provides some protection in the case of an adjacent aircraft partially breaking loose from its tie-down. This will permit ease of movement of aircraft into and out of tie-down areas without risk of wing tip contact. 2-2-9 and the text that follows. the typical 2-33 glider facing into the wind may be subjected to lift forces as shown in the following table: WIND 30 mph 40 mph 50 mph 60 mph 70 mph LIFT 750 lb 1 300 lb 2 000 lb 2 900 lb 3 950 lb NET LIFT 150 lb 700 lb 1 400 lb 2 300 lb 3 350 lb Figure 2-2-10 . GLIDER AND TOW AIRCRAFT TIE-DOWN 47.

The RCA Ops O may authorize ropes/straps of equivalent average minimum tensile strength. 51. (2) (3) (4) (5) (6) (7) (8) 2-2-13 . Permanent Tie-Downs. at least one tie-down to a ground anchor shall be provided at each wing. the tie-down rope/strap assembly shall have an average minimum strength of 2700 lb. All locations where either gliders or tow aircraft are left unattended for more than a few hours are deemed to represent a high wind hazard. glider/tow aircraft controls and control surfaces shall be locked to prevent inadvertent movement during unattended periods. shall be capable of withstanding an upward vertical force at least equal to the average tensile strength of the tie-down rope/strap. an approved spoiler device should be installed to reduce the effects of wind-generated lift during unattended periods. the tail and the nose (glider only) such that the angle between the tie-down rope and the vertical is at least 30 degrees. alternately. Tie-down procedures are as follows: a. either provided or constructed. all tie-down ropes shall be replaced annually and when their condition dictates and minimum strength is suspect. In lieu of the nose tie-down. and glider spoilers should be locked in the open position or. individual ground anchors. Permanent tie-downs for both gliders and tow aircraft shall be used at all unsheltered RGS locations and as many famil sites as deemed practical by the RCA Ops O. such that: (1) the glider tail shall be supported on a stand to reduce the angle of attack as much as possible. two ground anchors may be provided at the tail. each on opposite sides of the longitudinal axis.A-CR-CCP-242/PT-005 Figure 2-2-12 Tie-Down Clearances 50. all tie-down straps shall be inspected annually and replaced when their condition dictates and minimum strength is suspect.

A-CR-CCP-242/PT-005 b. circular attachment point is available for the tie-down rope/strap. (Overnight. the following standard shall be met: (1) steel “tent-peg” style tie-down anchors shall be used. They shall be at least 42 inches in length and at least 1/2-inch in diameter and constructed so that a smooth. an approved spoiler device should be installed to reduce the effects of wind-generated lift during unattended periods. (Hours) When leaving the glider unattended for a short period of time. and if a tail-stand is not used. glider/tow aircraft controls and control surfaces shall be locked to prevent inadvertent movement during unattended periods. the following minimum standard shall be met: (1) (2) One wing shall be tied down with a rope/strap to a ground anchor. the glider's spoilers should be locked in the open position or. two tie-down anchors shall be provided for each wing and the tail. alternately. and Spoilers shall be deployed. Flight Line Tie-Down. the tie-down rope/strap angle (angle from the glider/tow aircraft attachment point to the tie-down anchor) shall be at least 30 degrees from the vertical. Deployments) If permanent tie-downs are neither available nor practical to construct. and when no high winds are expected. Temporary Tie-Downs. Controls shall be immobilized. the use of portable tail stands is recommended for gliders. tail. (3) (4) 2-2-14 . One other attachment point (nose. (2) (3) (4) (5) (6) c. or other wing) shall be tied down with a rope/strap to prevent pivoting.

To construct: 2-3-1 . are the only approved rings for the tow rope and weak link assemblies. and storage. The minimum length of an ACGP air tow rope shall be 200 feet. found in Annex M. Air Tow Rope Length. Rope longer than 200 feet reduces the risk of upset and is well suited for air tow training.8 mm Part number 301023556 NSN 4020-21911-8030. DACRON ROPE . The guidelines for tow rope rejection based on wear/condition. However. should be considered when any rope is inspected before flight.DCCB-1800-YG yellow with green tracer NSN 4020-01-593-3517. much the same as connecting a weak link onto a winch or auto launch rope. 6.A-CR-CCP-242/PT-005 SECTION 3 TOW RINGS. and POLYPROPYLENE ROPE (being phased out) . Tow Aircraft Emergency Procedures). the length of tow rope may need to be restricted to 200 feet due to the take-off distance available and/or approach obstacles.a 3-6 ft weak link assembly constructed separately from the actual air tow rope. 2. Figure 2-3-1 Schweizer Ring Figure 2-3-2 TOST Ring AIR TOW ROPES AND WEAK LINKS 5. The tow rope may be turned around (weak link end moved to the tow plane end and vice versa) in order to increase the overall life of the towline. ROPES. A Knot tied directly into the air tow rope approximately 18 inches from the glider tow hook. The ACGP has two approved air tow ropes: a. while not always necessary or feasible. or The Shorty . In-flight rope breaks are a flight safety incident and therefore all such incidents shall be reported through the Flight Safety organization. Locally constructed tow rings are prohibited. is an effective method to prevent launch failures resulting from weak link deterioration. Winch operations also require the additional inspections of drogue chutes and swivels. There two air tow weak links approved for use in the ACGP: a. weather. 7. Schweizer Aircraft Company tow rings (NSN 5365-21-896-7418) or TOST tow rings (for TOST release systems only. TOW RINGS 4. Air Tow Weak Link. CABLES FLIGHT SAFETY FOR LAUNCH ROPES 1. There is no firm limit imposed on the number of launches that each rope type can endure. in-flight stress. b. Ropes and weak links shall be frequently inspected to assess sun and abrasion damage. 3. Replacing the weak link every morning. b. The actual lifespan of any rope will always be determined by local factors such as abrasion. The risk of tow aircraft upset increases as rope length is decreased (see Section 9.

End to end splicing shall be done as per Annex K. 2 (two) 8mm TOST Shackles (P/N 112800). the splice grip strengthens. b.this knot becomes the weak link. WEAK LINKS. Both procedures use the same principle . and Ultra-Tech Rope (being phased out) -1/4 inch NSN 4020-01-536-2559. Ensure a tow ring has been attached to both ends of the 200 ft air tow rope. the Shorty is simply cut away and replaced with a prefabricated one. 10.this most often results in the rope cutting through itself. Connect the Shorty to the air tow rope by looping the Shorty through the air tow rope tow ring.Annex J shows several protection systems used by the ACGP. Spectra . . Splicing of Dacron Rope . Inspecting Air Tow Ropes and Weak Links . Replacement is quick and the tow rope length remains constant.as rope tension increases. 9. 8. and 2-3-2 b. Such items create an additional weak point in the rope and cause raised areas that increase abrasion damage. the pilot inspects the Shorty and its connections prior to every flight. Splicing procedures shown at Annex H and I are based on Original Equipment Manufacturer (OEM) provided drawings and in-field experience gained by the ACGP.Dacron rope can be spliced to form loops and attach rings and can be spliced end-to-end to connect two ropes. Shorty constructed with Dacron DCCB-1800-YG. There two winch launch weak links approved for use in the ACGP: a. When the pilot rejects the weak link due to condition.A-CR-CCP-242/PT-005 (1) Constructed with Dacron DCCB-1800-YG.Weak Link assembly (P/N 110000) consisting of: (1) (2) (3) 1 (one) protective sleeve for weak link insert and reserve (P/N 111200). Which protection method is to be used will be dependant upon local conditions. Splice both ends and include a tow ring on one end. See figure 2-3-3. or TOST . Winch Launch Rope. WINCH LAUNCH ROPES. Protecting Splices and Knots . 1 (one) TOST brown weak link No 2 single insert (P/N 110102). always use a ring or clevis to connect Dacron rope to Dacron rope) Tie a knot mid-point in the Shorty . much like a Chinese finger trap. There two winch launch ropes approved for use in the ACGP: a. (Dacron rope should not be looped rope to rope . SWIVELS.3/16 inch Grey NSN 4020-01-588-7740. Splice both ends and include a tow ring on one end. Cut a short piece of rope that is long enough to ensure the connections will be beyond the nose of the glider (approx 3 to 6 ft). No other splicing techniques are authorized.In addition to those items in Annex M pre-flight rope inspections should also include looking for and removing any rope self-entanglements. If not splicing it together. 12. Figure 2-3-3 Shorty (2) (3) (4) (5) As the gliding day progresses. Tape may also be used to prevent a component from sliding or to protect the rope. Cut a short piece of rope that is long enough to ensure the connections will be beyond the nose of the glider (approx 3 to 6 ft). Winch Launch Weak Links. AND DROGUE CHUTES 11.

(3) 13. Splicing procedures shown at Annex H are based on Original Equipment Manufacturer (OEM) provided drawings and in-field experience gained by the ACGP. 20 ft lead-in Dacron rope. and spliced onto the rope using ACGP splicing techniques (see Annex H and I).A-CR-CCP-242/PT-005 (4) c. No other splicing techniques are authorized. much like a Chinese finger trap. use a “Double fisherman’s knot” (see figure 2-3-4). End to end splicing shall be done as per Annex L. The order for the components shall be: (a) (b) (c) (d) (e) (f) (2) launch rope (to be wrapped around drum).Annex J shows several protection systems used by the ACGP. use the Fig 2-3-4 Double Fisherman's Knot Figure 2-3-5 Double Eight Knot manufacturer's instructions. 6 ft rope. 14. It can be spliced to form loops and attach rings and can be spliced end-to-end to connect two ropes. Protecting Splices and Knots . chute.In case of a break (not frequent). The TOST weak link assembly is to be: (1) placed at the end of a 20 foot lead-in Dacron DCCB-1800-YG rope with a 6 foot rope between the assembly and the tow ring. cut it out and replace with a new knot and tape. Repairing Spectra Rope . 1 (one) TOST brown weak link No 2 reserve insert (P/N 110122).Spectra rope is spliced using the same procedures as Dacron rope. attached so the protective sleeve will remain with the chute assembly in the event of a weak link failure. Tape may also be used to prevent a component from sliding or to protect the rope. Splicing of Spectra Rope .as rope tension increases. and Schweizer tow ring. When replacing the knot with a splice. it is important to cut away all damaged areas and at least 10 ft from each end prior to using the End to End Splice (Annex L). 16. When the knot shows signs of wear. Quick Repair of the Ultra-Tech Rope . Both procedures use the same principle . This will help to remove any remaining weak portions of the rope as well as providing a clean starting point for the splice. Use a “Double-eight knot” (see figure 2-3-5) when attaching the synthetic cable to 2-3-3 . the splice grip strengthens. protect it with tape. Since abrasion would wear down this knot.If the Spectra rope breaks during use. Which protection method is to be used will be dependant upon local conditions. 15. TOST weak link assembly (as identified above).

The ACGP has a single approved auto tow rope: the DCCB-2000-YB. The swivel is intended to allow any twist in the rope to be dissipated when the load is applied. WINCH LAUNCH ROPE CONSTRUCTION 20. Ensure there are never less than 20 turns on the drum to avoid excessive stress where the rope passes through the hole. The swivel is intended to allow any twist in the rope to be dissipated when the load is applied. if the knot shows signs of wear. Beginning from the winch and working forward: a. Length. Smooth the edges with a round file before passing the rope through. an 800 foot AGL launch should be the minimum. Attach a 20 foot lead-in Dacron DCCB-1800-YG – one end is spliced onto the drogue chute. simply cut it out and replace with a new knot and tape. During the Winch daily inspection. A swivel is connected immediately ahead of the chute. 2-3-4 . The lead-in rope is used to ensure the drogue chute is far enough ahead of the glider such that in case of a weak link break. The length of auto launch rope used depends on the length of runway and the desired launch height. which is yellow with a black tracer NSN 4020-01-576-8093. the chute does not become tangled in the glider empennage. Although a 360-degree pattern may be accomplished with less altitude. d. 19. c. 22. b. and a ring is spliced onto the other end. Use tape to protect this knot also. Figure 2-3-6 Winch Drogue Chute AUTO LAUNCH ROPES AND WEAK LINKS Figure 2-3-7 Swivel 21. Tie a knot at the end of the rope that is big enough to prevent the rope from pulling through while under tension.Drill a 9/32 hole in the drum. Normally. see above). 17.500 feet AGL if wind conditions and runway/rope lengths are suitable. e. The drogue chute NSN 1670-21-914-2276 (Figure 2-3-6) prevents the launch rope from free falling when the glider releases and allows the winch operator to draw it in under control as it descends. Winch Launch Swivel. See Figures 2-3-6 and 2-3-7. Splice a loop into the end of the winch rope (see Annex L). the launch should provide sufficient altitude for the glider to execute some turns before joining the circuit. then Connect the glider weak link (Shorty) to the lead-in rope's ring (if using TOST system. Locally constructed drogue chutes are prohibited. Attaching the Winch Rope to the Winch Drum . Attach a swivel to the winch rope. Auto tow launch heights can be made to altitudes as high as 1. Winch Launch Drogue Chute. Connect the drogue chute to the swivel (see Figure 2-3-6). 18.A-CR-CCP-242/PT-005 the swivel. Auto Launch Rope.

2-3-5 . Which protection method is to be used will be dependant upon local conditions. Tape may also be used to prevent a component from sliding or to protect the rope. Replacement is quick and the auto launch rope length remains constant. the splice grip strengthens. For the weak link. Splicing of Dacron Rope .Annex J show several protection systems used by the ACGP.Dacron rope can be spliced to form loops and attach rings and can be spliced end-to-end to connect two ropes.A-CR-CCP-242/PT-005 23. Splicing procedures shown at Annex H are based on Original Equipment Manufacturer (OEM) provided drawings and in-field experience gained by the ACGP. Cut a short piece of rope that is long enough to ensure the connections will be beyond the nose of the glider (approx 3 to 6 ft). The glider end of the auto launch rope is spliced back into itself forming a loop. 24. Both procedures use the same principle . Auto Launch Weak Link. Protecting Splices and Knots . See figure 2-3-3. use a Shorty constructed with Dacron DCCB-1800-YG. Splice both ends and include a tow ring on one end. End to end splicing shall be done as per Annex K. 25. much like a Chinese finger trap.as rope tension increases. No other splicing techniques are authorized. The worn or damaged weak link and/or tow ring is simply replaced by cutting the weak link and replacing it with a prefabricated one.

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holding it with one hand.A-CR-CCP-242/PT-005 SECTION 4 AIR TOW PROCEDURES AIR TOW LAUNCH PERSONNEL AND EQUIPMENT 1. NOTE The duties of the Hook-Up Person and the Wing Person may be combined provided that the launch signals can be easily and clearly passed to the Tow Aircraft Signaller without jeopardizing the safety of the launch. attach the tow rope and check the security of the hook-up. b. Hook-up Person. the hook-up person prepares to attach the ring to the forward (air) tow hook. NOTE The tow rope shall not be attached to the glider until the occupants are properly secured. Wing Person. The wing person shall be positioned at the glider wing tip. This does not apply to permanent or semi-permanent runway and taxiway markers. If required. a hook-up person. How low the into-wind wing needs to be will be dependant upon the actual winds. AIR TOW LAUNCH SIGNALS 5. and. On receiving the "ready for hook-up" command. This instruction is given verbally by the pilot after the pre-flight check has been completed and the pilot has inspected the state of the weak link. a wing person and a tow aircraft signaller. provided that in the event of an immediate requirement to abort. or fire extinguishers. The Hook-Up Person shall also scan the take-off area and landing area(s) to ensure they are clear for take-off. The ground personnel required for air tow launching of gliders shall normally consist of an LCO. but ultimately this decision rests with the pilot. rope and ring (the tow rope and ring shall be presented to the glider pilot for inspection prior to each launch). The following signals shall be used for the purpose of controlling the air tow launch of gliders in the ACGP: a. all personnel and support equipment positioned forward of the nose of that aircraft must be at least 50 feet away from its nearest wingtip. After hook-up. tow aircraft signallers shall be completely knowledgeable of aircraft marshalling signals. The tow aircraft signaller relays launch signals to the tow pilot. the launch signals. 2-4-1 . in full view of the pilot in order to receive from the pilot and pass on to the Tow Aircraft Signaller. and shall be ready to raise the wing to the level position when so directed. "Ready For Hook-up". This instruction is given by the hook-up person requesting the pilot to open the release mechanism. 3. the signaller shall marshal the tow aircraft to the take-off position. Additional personnel such as a tail person and retrieve crew may be used where appropriate. the Wing Person immediately lowers or drops the wing in order to provide abort direction to the Tow Aircraft Signaller. In the case of any aircraft taking off. the Hook-Up Person shall be positioned outboard of the Wing Person. the canopy and door are closed and locked. "Open". holding it open until directed by the hook-up person to close the release. Tow Aircraft Signaller. Which wing tip is held by the wing person is not as important as ensuring the wing is held level for calm winds and the into-wind wing is held somewhat lower for crosswinds. Therefore. The pilot repeats the instruction and opens the release mechanism. The signaller shall be positioned ahead of the tow aircraft on line 45 degrees and at least 50 feet to one side of the take-off path. POSITION OF SIGNALLERS 2. 4. and the PIC has given the "ready for hook-up" instruction.

Figure 2-4-1 "Take Up Slack" Signal NOTE The "take up slack" hand signal is never used to marshal a tow aircraft forward. "Clear" or "Clear Above and Behind". while monitoring such factors as the wind speed and direction. This advisory is issued under the authority of the LCO. A glider with wings level at the launch site indicates to all personnel that a launch is about to commence. The glider pilot issues this command to the wing person/hook-up person verbally and by showing the left hand thumb and forefinger. clearances from ATC. The signal consists of movement of the arm in front of the body in a sweeping motion of 180 degree arc below the waist (see Figure 2-4-1). has found conditions suitable for launch. 2-4-2 . This signal indicates to the glider pilot that the LCO. "Close". d. g. the hook-up person relays this information to the pilot by verbally confirming the connection to the appropriate launch hook. The glider pilot instructs the wing person to raise the wing by showing the thumb up with the left hand and by calling out the command. "Wings Level".A-CR-CCP-242/PT-005 c. straightening the yaw string and checking for canopy security. Only the "move ahead" aircraft marshalling hand signal shall be used. radio transmissions. The wing person/hook-up person then proceeds to hand signal the tow aircraft signaller to have the tow pilot slowly commence taking up the slack in the rope. This advisory does not relieve the glider or tow pilot of the responsibility of obtaining. and visually checking the airfield surface and surrounding airspace for conflicting traffic. "Take up Slack". where appropriate. "Secure on Air Tow". The hook-up person gives this instruction to the pilot who repeats the instruction and slowly closes the release mechanism. After checking the attached rope for security. f. e. or to continue monitoring the launch environment for potential conflicts and to abort as necessary.

"All Out". "Stop". This command is given in a loud voice to stop a launch sequence. Both the tow aircraft pilot and the glider pilot shall immediately release the rope to prevent an inadvertent launch. Figure 2-4-2 "All Out" Signal i. 2-4-3 . The glider pilot issues this command to the wing person/hook-up person verbally and by showing the thumb and two fingers on the left hand. The wing person/hook-up person then proceeds to hand signal the tow aircraft signaller to have the tow pilot advance power for take-off. Figure 2-4-3 "Stop" Signal NOTE The stop signal. consisting of open palms with the arms held high. This signal can be given by anyone at the launch site and shall be immediately relayed by the wing person/hook-up person and tow aircraft signaller both verbally and visually.A-CR-CCP-242/PT-005 h. The signal consists of movement of the arm in a continuous 360 degree circular motion in front of the body (see Figure 2-4-2). shall always be used with a verbal command (see Figure 2-4-3).

Normal air tow speeds shall be 65 to 70 mph. A slack tow rope during air tow is often created unintentionally and poses significant hazards for the glider pilot. the glider is flown below the wake of the tow aircraft. If turbulence is encountered during transits. Figure 2-4-4 Tow Positions SLACK ROPE PROCEDURE 9. 7. Tow Positions Use. and refer to paragraph 12 regarding descent procedures for an explanation on the utility of the low tow position. Tow Speeds. with the low tow position reserved for use during training missions and when descending on tow either to change altitude. which places the glider approximately 30 feet below the level of the tow aircraft. the glider is flown above the tow aircraft's wake and maintains approximately the same altitude as the tow aircraft i. airspeed should be immediately reduced. During transits. Description. For the low tow position. For the high tow or "normal" position. to recover a glider under tow. or during cross-country flights.e. A change in speed of either the glider or tow aircraft that allows them to come closer together will result in a slack tow rope. Tow Positions Description. 8. See Figure 2-4-4 for an illustration of the tow positions. airspeeds may be increased to 90 mph IAS for the 2-33. The two air tow positions in common use are referred to as "high tow" and "low tow".A-CR-CCP-242/PT-005 AIR TOW SPEEDS AND POSITIONS 6. The high tow (or normal position) shall be flown during routine air tow launches. the tow aircraft fuselage or wing appears on the horizon. Ways in which slack rope may be created are identified in the following subparagraphs: Figure 2-4-5 Slack Rope Formation 2-4-4 ..

The typical reaction of the student pilot is to overcorrect in the turn back toward the correct position. The climb. provides the glider with excess speed and results in a slack tow rope. With extra speed at the glider. b. If a glider over-banks during a turn and moves rapidly to the inside. the fixed length of the rope will cause it to accelerate forward relative to the tow aircraft. This can lead to a steady increase in tow rope slack as the glide angle is increased (Figure 2-4-7). Figure 2-4-7 Slack During Descent 2-4-5 . Figure 2-4-6 Slack During Turn c. the result of the change in direction is slack in the tow rope (Figure 2-4-6).A-CR-CCP-242/PT-005 a. followed by the sudden descent. During a descent the tow aircraft may not gain as much speed as the glider on tow. Climbing the glider above the normal tow position and then attempting to descend back to the proper position is a manoeuvre often flown by student pilots in the early stages of training (Figure 2-4-5).

2-4-6 . The degree to which the slack rope occurs determines the urgency with which the pilot must react. and maintain the same bank attitude as the tow aircraft and use slight nose down attitude to equalize the glider speed with the tow aircraft as it accelerates under climb power. or damage to the canopy from a released tow rope and ring. Figure 2-4-9 Slack Rope (2) (3) discontinue the yaw once the slack stops increasing and STAY AWAY FROM THE LOOP. Corrective Procedures.A-CR-CCP-242/PT-005 10. For slack rope occurring during a climb: (1) take immediate corrective action to stop the increase in slack by yawing away from the loop (Figure 2-4-9). a rope break. The hazards of a slack tow rope include entanglement. an inadvertent back release. Hazards. The slack rope procedure for a climb or descent shall be executed as follows: a. Rope breaks commonly occur when slack in the tow rope is followed by acceleration of the tow aircraft (Figure 2-4-8). Excessive slack is particularly hazardous due to the possibility of entanglement with weaker structures of the glider. Figure 2-4-8 Possibility of Cable Break/Back Release 11. Excessive slack combined with light back release tension can also produce an unexpected release at low altitude or during a cross-country tow.

descend to maintain clearance from cloud. However.A-CR-CCP-242/PT-005 b. At release.. The following release procedure provides positive separation and minimizes damage to the glider release housing: a. the glider pilot shall conduct the Pre-Release Check in accordance with Chapter 2 Section 2 PRE-RELEASE CHECK. below the slipstream. THE VISUAL SIGNAL MUST BE SUCH THAT IT CANNOT BE MISINTERPRETED AS AN EMERGENCY SIGNAL. discontinue the yaw once the slack stops increasing and STAY AWAY FROM THE LOOP. Descent during air tow is rarely employed but may be required to descend under ATC control. The following demonstrated technique eliminates the problems associated with slack rope which occur during a descent in the "normal" tow position: a. c. b. Prior to reaching the release point. the tow pilot shall not commence a post-release. i. and Deploy sufficient spoilers to maintain a taut rope. Responsibility for release rests with the glider pilot. In either case. For slack rope occurring during a descent: (1) (2) (3) take immediate corrective action to stop the increase in slack by yawing away from the loop. visually confirm separation from the tow rope. Figure 2-4-10 Air Tow Release Procedure 2-4-7 . the glider pilot shall pull the release knob. repeat the procedure. b. hold it open momentarily (approximately 1 to 2 seconds).e. and transition to the low tow position and deploy sufficient spoilers to maintain a taut rope. AIR TOW RELEASE PROCEDURE 13. or descend during the recovery of a glider under tow. descending left turn until visually confirming that the glider has released. regional SOPs may allow the tow pilot to initiate the release by verbally and/or visually signalling the glider pilot. DESCENT ON AIR TOW PROCEDURE 12. and then execute a gentle climbing turn to the right (Figure 2-4-10). IN THIS CASE. Gradually move the glider to the low tow position.

Route selection shall optimize the availability of glider emergency landing areas. Cross-country air tows shall be executed with particular attention due to the increased risk of an off-field landing in the event of an inadvertent release. visual signals in the event of radio failure. When a steeper descent is required. The need to maintain both horizontal and vertical clearance from cloud is especially important when cross-country towing is being conducted. departure. 15. Unless a climb over or descent under clouds can be completed one mile before the cloud formation and unless that climb or descent can achieve at least a minimum of a 500 feet vertical separation from the cloud. A descending tow aircraft with a glider under tow may produce substantial slack in the tow rope. Misjudged attempts to out-climb clouds or descend below clouds. and destination arrival. NOTE When two glider pilots are used on cross-country air tows. but is not limited to the following: (1) (2) (3) (4) (5) b. A loop in the tow rope and the resulting aerodynamic drag on the loop may result in pressure sufficient to produce a back release. especially initial reactions for take-off abort and premature releases below 500 feet AGL. The following SOPs shall be observed: a. Tow pilots should limit the rate of descent to 200 fpm when towing gliders. f. 2-4-8 . e. A detailed pre-flight briefing is mandatory and shall include. tow pilots shall alter course right or left to avoid the cloud horizontally by at least 2000 feet. cloud penetration due to poor visibility. the glider pilot shall descend to the low tow position and deploy sufficient spoilers to maintain a taut rope. emergency procedures. en route and destination weather and winds. Appropriate survival items shall be carried during cross-country flights over sparsely populated or inhospitable terrain with respect to actual and forecast weather conditions. 16. To reduce pilot fatigue.A-CR-CCP-242/PT-005 CROSS-COUNTRY AIR TOW PROCEDURES 14. 17. An inadvertent back release during a cross-country tow may also occur. all cross-country air tows over two hours in duration shall normally have two qualified pilots per glider. survival items will require pre-planning rationalization because of reduced or nil space availability in the glider. glider(s) positioning during the various stages of flight. d. Inadvertent penetration of even the smallest cloud formation may necessitate the glider releasing in unforgiving circumstances. c. and reduced turn performance while towing all contribute to unintentional flight into cloud. release and landing procedures.

chassis. A logbook is also recommended to document maintenance. the operator should: (1) check the circuit for any conflict with approaching or departing air traffic. with the brake on. a typical single drum winch launch operation will proceed as follows: a. The logbook record will document maintenance. All inspections and work performed shall be noted in the winch logbook. The engine must be thoroughly warmed up before a winch launch is attempted. Every owner of a winch shall keep a logbook record. WINCH OPERATION 3. Engine instruments should be checked for normal operation. b. A winch launch shall be postponed until all traffic and bystanders are clear of the launch area. Starting Up. The engine should be started with the shift lever in "Park" or “Neutral” and the brake "On". Daily Inspection. The winch unit shall be inspected in accordance with the 100 hour inspection report at Annex G. The annual inspection shall confirm that the engine is within factory specifications and the drive train. Winch Inspection Schedule a. All Out. In conjunction with the 100 hour inspection report. 2-5-1 . the brake should be released sufficiently to allow a very slow take up of slack until the rope/cable becomes taut. and instrumentation.A-CR-CCP-242/PT-005 SECTION 5 WINCH LAUNCH PROCEDURES WINCH INSPECTION AND SERVICING 1. Winch rope/cable breaks may cause catastrophic injury and/or damage to personnel and aircraft. an annual inspection shall be completed after the active training season has ceased and prior to storage. Annual Inspection. 4. shift to drive. modifications and inspections. The completed report shall be held on file with the winch logbook. After completion of the pre-operation inspection. the brake should be released and power applied until the proper launch airspeed is obtained. is in good repair. b. When the "all out" signal is received. operating procedures presented in the following paragraphs are general in nature. and at idling speed or with very little power applied. A designated person appointed by the RCA Ops O shall inspect the winch unit. Refer to the manufacturer's operating handbook for detailed information and direction. On receiving the "take up slack" signal from the launch point. modifications and inspections of the truck (if applicable). 2. (2) (3) c. Taking Up Slack. 100 Hour. c. Because a variety of winches are employed in the ACGP. if applicable. electrical. All inspections and work performed shall be noted in the winch logbook. ground vehicles and area is clear of bystanders. A designated person appointed by the RCA Ops O shall inspect the winch unit. The winch shall be inspected prior to each day’s operation using the Winch Movement and Daily Inspection report at Annex G. The power should be adjusted throughout the launch to maintain the proper airspeed or tension for the wind conditions present.

During the launch. As the chute approaches the ground.A-CR-CCP-242/PT-005 d. Considering that rope/cable breaks are inevitable in a winch launch operation and that the stored energy in a rope/cable under tension is great. the stop signal should be given. can be used to give various control signals to the retrieve vehicle: (1) "Stop". The winch operator should carefully reduce power to bring the glider back into its proper speed range. As the glider reaches the top of the launch. Signals. (2) (3) WINCH SAFETY 5. "Proceed Slowly". or radio. Hold the baton steady overhead. No one shall be permitted to stand close to or remain outside of the protective winch cab when a launch is in progress. the power should be reduced to signal the glider pilot to release. the power is again applied to take up slack and draw the chute away from the glider while keeping the chute inflated. send a rapidly flashing light or use radio to proceed normally. 8. or Lexan to protect against flying armour plating chips (in the case of cable) or flying pieces of rope/cable. Baton waived overhead. the glider will release. the section of rope/cable still connected to the winch will spring towards the winch as it falls rapidly to the ground (without the drogue chute to provide any resistance). Release. The rope/cable is drawn in under power until the rope/cable is assured to land in an appropriate area of the airfield. especially if a crosswind has moved the rope/cable off the normal winch launch path. light. After the release occurs. 6. If the glider pilot is unable to release and is unsuccessful in producing a back release. As a consequence. Retrieve. e. In emergencies. "Proceed Normally". The winch should be shifted to neutral. In the event of a rope/cable break that leaves the drogue chute attached to the glider. 7. Baton waived underhand. the power may be reduced to allow the chute to slow. 2-5-2 . if necessary. the brake can be applied to stop the rope/cable from spooling off the drum. the drum and rope/cable should be checked for loose loops or fouling which should be corrected prior to attempting the next launch. Winch operations need to be conducted with particular care due to the potentially dangerous nature of the rope/cable that moves at high speed and under tension during a launch. the glider pilot may find the launch airspeed excessive and signal the reduction to the winch operator by yawing from side-to-side as described in Ch 2 Sec 5 CLIMB CONTROL SIGNAL. send a steady light or use radio to indicate stop. 1/4-inch safety glass. If for any reason this is not possible. a normal powered recovery of the rope/cable onto the spool is not possible without having the rope/cable being dragged across the ground at high speed. In the event that the glider airspeed drops below safe launch airspeed. A baton. in some winch configurations an axe may be used to sever the rope/cable. When the retrieve is complete. In some environments. a broken rope/cable may come whipping back in a highly dangerous manner. f. send a slowly flashing light or use radio to proceed slowly. the winch driver must be protected by strong steel mesh. the winch operator must activate the guillotine to cut the rope/cable at the winch. Therefore. this rapidly moving rope/cable can pose a serious hazard to personnel or equipment on the ground. If a backlash or trouble develops during the retrieve. The winch operator must also be prepared for the unlikely event of a release failure. Therefore. the winch operator must cut power and allow the rope/cable to freefall to the ground so as not to endanger personnel or property. with brakes applied as it touches the ground.

and shall be ready to raise the wing to the level position when so directed. 13. the signaller shall watch the pilot of the glider for the appropriate launch signals. if the winch operator sees a wing go down even though the "take up slack" or "all-out" signal has been received. a rope/cable retrieve vehicle crew and a winch operator. and a complete new launch sequence has been initiated. Additional personnel such as a dedicated winch signaller or glider retrievers may be used where appropriate. winch operators are responsible for ceasing operations until the nature of the problem can be investigated and resolved by a competent authority. How low the into-wind wing needs to be will be dependant upon the actual winds. At any time that a winch experiences a momentary power loss. b. with handles attached. operating outside of normal parameters or in an unusual manner. painted yellow or fluorescent. An amber rotating light affixed to the top of the winch and activated by the ignition switch shall be used to confirm to the launch site that the winch operator has started the winch engine. 16. Which wing tip is held by the wing person is not as important as ensuring the wing is held level for calm winds and the into-wind wing is held somewhat lower for crosswinds. or Radio communications. 10. Spotlight. approximately 18 inches in diameter. appropriate recovery actions have taken place. the dots and dashes must be long enough to allow the bulb to light up clearly for the dot pulses so that a distinctive difference between the two signals exist. Conversely.A-CR-CCP-242/PT-005 9. An Aldis lamp. a hook-up person/signaller. any time a winch appears to be. holding it with one hand. A tail person is required to hold down the tail prior to launch. The wing person shall wait for the appropriate signals or a command from the glider pilot while observing the take-off area to ensure the area is clear for take-off. c. the winch operator’s immediate action shall be to abort the launch by closing the throttle and applying the rope/cable brake. radio or light signals. a wing person. Launch control signals from the launch site to the winch operator may be accomplished by using the following devices: a. When using signal bats. the winch operator shall abort the launch. The wing person shall be positioned at the glider wing tip. Furthermore: a. 15. a tail person. The ground personnel required for a winch launch operation shall normally consist of an LCO. The Aldis lamp is the most effective signalling device due to its ability to send light signals over long distances. d. WINCH LAUNCH SIGNALLING DEVICES 14. A definite difference in rhythm in light spacing also helps to make the signals easier to read. The levelling of the glider wings is an indication to the winch operator that a launch sequence may be directed to commence shortly. Signal bats. but ultimately this decision rests with the pilot. vehicle headlights. This action will assist in preventing the glider from overrunning the rope/cable and snagging on the chute or weak link rope. POSITION OF LAUNCH CREW 12. b. 2-5-3 . WINCH LAUNCH PERSONNEL 11. and The winch is an aviation asset. Power shall not be re-applied to the winch or the launch re-initiated until the power loss has been investigated. Similar to a tow aircraft. When an Aldis lamp or headlight is used. or is suspected to be.

The pilot gives this instruction after the pre-flight check has been completed and the pilot or the hook-up person has checked the condition of the rope/cable. The glider pilot issues this command to the signaller verbally and by showing the thumb and two fingers on the left hand. The hand signal (see Figure 2-4-3) is used in conjunction with the verbal command. The signaller then proceeds to signal the winch to commence taking up the slack. "Clear" or "Clear Above and Behind". wing person and launch signaller. and visually checking the airfield surface and surrounding airspace for conflicting traffic. weak link and ring. has found conditions suitable for launch. and the wing person shall place the wing tip back on the ground. The signaller then proceeds to signal the winch operator to advance power for take-off. The glider pilot issues this command to the signaller verbally and by showing the left hand thumb and forefinger. 2-5-4 c. or to continue monitoring the launch environment for potential conflicts and abort as necessary. slow flashing of headlights. and the PIC has given the "Ready for hook-up" instruction. On receiving the "ready for hook-up" command. This instruction is given by the hook-up person requesting the pilot to open the release mechanism. where appropriate. This signal indicates to the glider pilot that the LCO. Waving a brightly coloured bat in the underhand arc. g. straightening the yaw string and checking for canopy security. e. "Open". in the event of an inadvertent launch. i. The winch rope/cable shall not be attached to the glider until the occupants are properly secured. The glider pilot instructs the wing person to raise the wing by showing the thumb up with the left hand and by calling out the command. f. The hook-up person gives this instruction to the pilot who repeats the instruction and slowly closes the release mechanism. or radio transmissions are standard methods of indicating "all out" to the winch operator. rapid flashing of headlights. d. the hook-up person prepares to attach the ring to the winch tow hook. After checking the attached rope/cable for security. "Ready For Hook-up".A-CR-CCP-242/PT-005 WINCH LAUNCH SIGNALS 17. The stop signal shall be immediately relayed to the winch operator by the following methods: (1) holding the signal bat motionless straight above the head. h. The "take up slack" signal can be given in a number of ways. This advisory is issued under the authority of the LCO. and is directed at the glider pilot. "Take Up Slack". "Secure on Winch Launch". A glider with wings level at the launch site indicates to all personnel that a winch launch is about to commence. "Close". This practice will ensure that the PIC is prepared to abort from the moment the winch rope/cable is attached. The following signals shall be used for the purpose of controlling the winch launch of gliders in the ACGP: a. This command may be issued by anyone at the launch site to stop a launch sequence. "Wings Level". The pilot repeats the instruction and opens the release mechanism until directed by the hook-up person to close the release. Waving a brightly coloured bat 180 degrees in an overhand arc. the hook-up person relays this information to the pilot by verbally confirming the connection to the winch launch (C of G) hook. or radio transmissions are standard methods of indicating "take up slack" to the winch operator. The "all out" signal can be given in a number of ways. clearances from ATC. "Stop". radio transmissions. . the canopy. This advisory does not relieve the pilot of the responsibility to obtain. while monitoring such factors as the wind speed and direction. b. The glider pilot shall immediately release the rope/cable to prevent an inadvertent launch. "All Out". rear window and door is closed and locked.

remaining in a shallow climb angle until safe climbing speed is reached. and yaw the glider from side to side to signal the winch operator to reduce power (see Figure 2-5-2). In the event that a reduction in the climb speed is necessary.A-CR-CCP-242/PT-005 (2) (3) sending a continuous white light to the winch via headlights or an Aldis lamp. If the airspeed falls below the Safety Airspeed of 50 mph or exceeds the Placard Speed of 69 mph. Stop" via radio communication. Figure 2-5-1 Controlled Climb Angle CLIMB CONTROL SIGNAL 20. or transmitting "Stop. the pilot shall abort the launch by releasing the glider. 19. The nose shall be raised progressively to the best climb angle only after it is safe to do so. 21. 2-5-5 . Stop. the pilot shall apply slight back pressure to become airborne. As minimum flying speed is obtained. TAKE-OFF AND CLIMB 18. The increase in attitude shall be smooth with the maximum climb attitude achieved only after passing through 200 feet AGL and while maintaining an airspeed of at least 50 mph (see Figure 2-5-1). the glider pilot shall reduce the climb angle to prevent exceeding the placard speed “winch never exceed speed”.

Because of the initial acceleration. The glider should not be pulled off the ground by coarse pitch inputs by the pilot. (2) b. particularly on calm days. As flying speed is achieved. Because of the rapid acceleration. Auto Launch Take-off. In the early stages of the launch. large lateral movements of the control column may be necessary to pick up a dropped wing. The following description of winch/auto launching provides a number of guidelines for safely executing a winch/auto launch. For safety reasons. the controls become effective and normal movement is sufficient. the pilot should continue a shallow climb (15-20 deg) until an altitude of 50 feet is reached. a relatively shallow climb angle should be initially established and gradually increased as the glider gains altitude during the initial stages of the climb prior to reaching the Safety Altitude. . rather. Take-off. a tail person is employed to hold the tail down. The glider will be kept straight by the pull of the rope/cable and little or no rudder will be needed until climb attitude is reached. As flying speed is quickly reached. The initial acceleration during an auto launch is similar but less abrupt than that experienced during a winch launch. the use of a tail person to hold the tail down is necessary (with rapid acceleration. a. The glider will run on its main wheel and leave the ground when a safe speed is reached. Initial Climb (below the Safety Altitude of 200 feet AGL). The glider should not be held down to fly level with the ground. as detailed below. the tail may bang heavily on the ground if the tail is not being held down). 2-5-6 c. A glider climbing steeply in the early stages of the launch will impose an excessive load on the launching gear and may prevent the winch engine from developing full power or the launch vehicle from accelerating properly. The acceleration is significantly greater during the initial stage of a winch launch than that experienced during an air tow or auto launch take-off. The control column should be held slightly forward until the glider is moving along the ground and accelerating smoothly. The following are applicable: (1) Winch Take-off. The standard operating procedures for winch/auto launch in conjunction with the techniques outlined in the paragraphs that follow provide the basic knowledge with which candidates converting to winch/auto launch should be familiar. somewhat steeper (30 deg) until 200 feet is reached and then on a full climb (45-50 deg).A-CR-CCP-242/PT-005 Figure 2-5-2 Too Fast Signal NOTES ON WINCH/AUTO LAUNCH 22. the control column should gradually be moved rearward. the initial part of the climb must be shallow: (1) After a proper climb speed is obtained. Flying speed is normally achieved very quickly at which point the control column should gradually be moved rearward.

The following are applicable: (1) Drift will probably not be constant throughout the climb because of the wind gradient. there may be a tendency for the glider to porpoise if back pressure is held on the control column. The pilot should be prepared to counter an abrupt nose-up moment. During the climb. and the pilot should release after lowering the nose slightly to take the tension off the rope/cable. the pilot should initiate gentle coordinated turns into the wind (as if using crab in the circuit). To eliminate drift and maintain a straight line in the climb. the nose of the glider will be pulled down toward the horizon. i. If this procedure is unsuccessful and the airspeed exceeds or will probably exceed the launch limit of 69 mph. 60 mph. coupled with low airspeed.e. (2) 2-5-7 . Top of Climb. Near the very top of the launch.e. If this pressure is relaxed slightly. the glider should be yawed from side to side to direct the winch/auto operator to reduce power. the porpoising should cease. The following are applicable: (1) Only after passing through the Safety Altitude of 200 feet AGL and only if the Safety Speed of 50 mph has been achieved should the maximum climb angle be established. the climb angle shall be immediately reduced (i. the launch shall be immediately aborted (glider released). (2) (b) (3) If the airspeed falls below the safe climbing speed of approximately 50 mph or continues to decrease. reduce the pitch angle by lowering the nose) to prevent over-stressing the glider.e. the airspeed should be maintained at approximately 25 mph above the stall speed. f.A-CR-CCP-242/PT-005 (2) Should any part of the launching gear fail at this time (excessive load will increase the risk) a nose high attitude. This is an indication to the pilot to take the load off the rope/cable before operating the release handle. Normally. Full Climb (above the Safety Altitude of 200 feet AGL). the winch/auto operator will reduce the power when the glider reaches the top of the launch. Launching in a Crosswind. If the airspeed continues to increase after the maximum climb angle has been established. The airspeed should be then stabilized at a safe speed. may result in a stall from which recovery may be impossible. See figure 2-5-3. d. A landing shall then be carried out as specified in the emergency procedures for winch/auto launching. (a) If this procedure is unsuccessful but the airspeed is still within acceptable limits. As the climb angle is reduced near the top of the climb. control column fully aft. i. Plan to release the rope/cable upwind of the launch area so that the wind drift will not cause it to fall in an unwanted position. e. the launch shall be immediately aborted (glider released) and a landing carried out as specified in the emergency procedures for winch/auto launching. This reduction in power can be clearly felt in the glider.

Tendency to swing off-course during ground run. Too much back pressure on the control column. Maintain forward pressure on control column. Speed too slow. Usually caused by wing person's clumsiness. Fault Wing drops to ground during take-off run. Abort launch. Ballooning on take-off. 1 2 3 4 5 6 Ease control column forward to reduce airspeed and give too fast signal or release. as required. the rope/cable must be released immediately. Figure 2-5-4 Common Faults on Winch/Auto Launches 2-5-8 . Otherwise the glider may swing violently toward the down wing. but centralize it as soon as the glider is back on line. Correction If wing cannot be picked up with full opposite aileron before it touches the ground.A-CR-CCP-242/PT-005 Figure 2-5-3 Winch/Auto Launch in a Crosswind COMMON FAULTS ON WINCH/AUTO LAUNCHES No. Use plenty of rudder. particularly dangerous in long grass. Pitching movements (porpoising) on climb. Speed too high (approaching 69 mph).

the weak link should be of a length that will prevent it from dragging on the ground. when conditions are unknown. A 1/2-ton truck with automatic transmission is preferred because of power and visibility considerations. Full size automobiles may be heavy enough to get good traction. The vehicle driver is always accompanied by an observer who relays launch signals to the driver from the start of the launch to the release. The qualifications of individuals performing these duties are defined in Chapter 1. A confirmatory release check of the release mechanism is mandatory. to facilitate the launch and retrieve process. and Cables). 5. GENERAL NOTES ON AUTO LAUNCH 3. downwind launches to position gliders for operations on the active runway are prohibited. Positioning of gliders in this instance shall be by ground movement. The same technique may be applied to pick-up trucks to improve traction. A suitably powered vehicle equipped with a proper tow hook and release system is critical to the safe conduct of an auto launch operation. A daily inspection of the tow vehicle shall be carried out prior to the commencement of auto launch operations. Figure 2-6-1 Typical Auto Tow Hitch Assembly AUTO LAUNCH WEAK LINK PLACEMENT 2. but in most cases weights in the trunk will improve traction. to prevent the weak link from dragging on the ground and to limit the chance of entanglement with the retrieve vehicle. However. a weak link may be attached to both ends of the tow rope. Emphasis shall be placed on careful inspection of the tow hook assembly.A-CR-CCP-242/PT-005 SECTION 6 AUTO LAUNCH PROCEDURES AUTO LAUNCH VEHICLE 1. The actual length of the link will therefore be dependant upon the vehicle being used. 4. Ropes. If two weak links are used. 2-6-1 . On the first flight of the day. A weak link must always be installed at the point of attachment of the tow rope to the glider (see Section 3 Tow Rings.

The ground personnel required for an auto launch operation shall normally consist of an LCO. weak spots or knots shall be immediately corrected. Kinks. the ground speed registered on the vehicle speedometer will not directly provide the airspeed of the glider. 14. Auto Launch Observer and Signals. and Continually adjust vehicle speed to compensate for glider attitude. a hook-up person/signaller. After the glider releases. The wing person shall wait for the signals or a command from the glider pilot while observing the take-off area to ensure the area is clear for take-off. pilot technique. the driver will become familiar with the vehicle speeds required under the prevailing conditions to provide the proper glider airspeeds. 7. Subtract the surface wind again to accommodate wind gradient. the observer carefully monitors the progress of the launch and informs the driver of any need to decrease speed. etc. Calculating Auto Tow Launch Speeds. but ultimately this decision rests with the pilot. reduce by 10 mph. 10. When using signal bats. the glider is liable to be over-stressed if the rope does not break first. 11. When all is clear. as follows: 2-6-2 . or in the event of a release failure at the glider. the glider will be unable to climb and may be forced to release. the observer shall relay any control signals from the signaller or pilot to the driver. and shall report the progress of the glider to the driver. may be used where appropriate. Because of the wind gradient and the curvilinear flight path of the glider. e.A-CR-CCP-242/PT-005 6. wind gradient. The observer confirms the release. a tail person and a launch vehicle crew. POSITION OF LAUNCH CREW 13. The wing person shall be positioned at the glider wing tip. As the glider becomes airborne. 9. After a few launches. How low the into-wind wing needs to be will be dependant upon the actual winds. After the glider is in safe climb. The wing person shall hold it with one hand and be ready to raise the wing to the level position. During the launch. Signaller. 15. If the speed is too high. the driver must adjust the vehicle speed to achieve the glider’s best climbing airspeed. the signaller will stand beside the wing person and watch the glider pilot for the appropriate launch signals. Careful inspection of the towing rope shall be conducted on a regular basis. If the vehicle's speed is insufficient. Regional Flying Orders shall direct the procedures for returning the rope to the launch site. The auto launch driver and observer must always be alert and react smoothly to the glider pilot's signals. Additional personnel. pilot technique. the vehicle stops to one side of the runway in order to provide a clear runway for the glider pilot. wind gradient. To tow at the optimum speed requires skill and judgment. a wing person. d. the hook-up person shall also act as the signaller. Subtract an additional 5 mph as safety factor. Wing Person. During an auto launch. Subtract the surface wind from the placard speed (69 mph). After attaching the tow rope to the glider. c. releases the tow rope at the vehicle tow hook. Various factors affect the required speed of the auto launch vehicle. the vehicle crew drags the rope back to the launch point. etc. 8. such as a dedicated signaller or glider retrievers. such as glider attitude. The following technique can be used to estimate the vehicle speeds required to safely auto launch a 2-33 glider: a. An observer will be located inside the launch vehicle while observing the signaller and the glider. AUTO LAUNCH PERSONNEL 12. Which wing tip is held by the wing person is not as important as ensuring the wing is held level for calm winds and the into-wind wing is held somewhat lower for crosswinds. b.

"Rope Airborne". g. or of continuing to monitor the launch environment for potential conflicts and to abort as necessary. b. "Take up Slack". radio transmissions. This advisory is issued under the authority of the LCO. b. AUTO LAUNCH SIGNALS 17. g. This signal indicates to the glider pilot that the LCO. . rope. "Take up Slack". "Clear" or "Clear Above and Behind". NOTE The launch rope shall not be attached to the glider until the occupants are properly secured. f. "Close". "Glider in Full Climb". rear window and door is closed and locked. This instruction is given by the hook-up person requesting the pilot to open the release mechanism. "Ready For Hook-up". clearances from ATC. The glider pilot instructs the wing person to raise the wing by showing the thumb up with the left hand and by calling out the command. The observer shall also monitor the progress of the rope retrieve and effect the release when required. and ring (the tow rope and ring shall be presented to the glider pilot for inspection prior to each launch). The glider pilot issues this command to the signaller verbally and by showing the left hand forefinger. the canopy. the hook-up person prepares to attach the ring to the appropriate tow hook. This advisory does not relieve the glider pilot or vehicle crew of the responsibility of obtaining. and visually checking the airfield surface and surrounding airspace for conflicting traffic. where appropriate. "Secure on Auto Launch". and "Glider Released".A-CR-CCP-242/PT-005 a. e. has found conditions suitable for launch. "Glider Airborne". straightening the yaw string and checking for canopy security. d. The pilot gives this instruction after the pre-flight check has been completed and the pilot has inspected the state of the weak link. The pilot repeats the instruction and opens the release mechanism. "Wings Level". "Glider on Top". e. the hook-up person relays this information to the pilot by verbally confirming the connection to the auto launch (C of G) hook. while monitoring such factors as the wind speed and gusts. and the PIC has given the "ready for hook-up" instruction. The following signals shall be used for the purpose of controlling the auto launch sequence: a. h. 16. "All Out". "Open". f. "Wings Level". A glider with wings level at the launch site indicates to all personnel that an auto launch is about to commence. The hook-up person gives this instruction to the pilot who repeats the instruction and slowly closes the release mechanism. On receiving the "ready for hook-up" command. The signaller then proceeds to signal the auto launch observer to commence 2-6-3 c. c. After checking the attached rope for security. d.

Waving a brightly coloured bat in a 180 degree underhand arc. 2-6-4 .A-CR-CCP-242/PT-005 taking up the slack. Figure 2-6-2 Controlled Climb Angle 19. The "take up slack" signal can be given in a number of ways. the slow flashing of headlights. "Stop. i. Stop. The increase in attitude shall be smooth. or transmitting "Stop. wing person and launch signaller. h. Stop". Waving a brightly coloured bat in a 180 degree overhand arc. The signal to stop can be given by anyone at the launch site. See Ch 2 Sec 5 NOTES ON WINCH/AUTO LAUNCH. "All Out". The signaller then proceeds to signal the "all out" to the auto launch observer. This signal can be given in a number of ways. and while maintaining an airspeed of at least 50 mph (Figure 2-6-2). and shall be immediately relayed to the auto launch observer by the following methods: (1) (2) (3) holding the signal bat motionless straight above the head. Stop" via radio communication. TAKE-OFF AND CLIMB 18. This command is given in a loud voice to stop a launch sequence. The glider pilot shall immediately release the rope to prevent an inadvertent launch. The glider pilot issues this command to the signaller verbally and by showing two fingers on the left hand. and is directed at the glider pilot. The nose shall be raised progressively to the best climb angle only after it is safe to do so. The hand signal (see Figure 2-4-3) is also to be used in conjunction with the verbal command. with the maximum climb attitude achieved only after passing through 200 feet AGL. As minimum flying speed is obtained. or radio transmissions are standard methods of indicating "take up slack" to the auto launch observer. or radio transmissions are standard methods of indicating "all out" to the auto launch observer. the glider pilot shall apply slight back pressure to become airborne but remain in a shallow climb angle until a safe climbing speed is reached. the rapid flashing of headlights. and the wing person shall place the wing tip back on the ground. sending a continuous white light to the launch vehicle via headlights or an Aldis lamp. Stop.

and shall yaw the glider from side to side to signal the auto launch observer to reduce speed (see Figure 2-6-3). the glider pilot shall reduce the climb angle to prevent exceeding the placard speed. 2-6-5 . In the event that a reduction in the climb speed during an auto launch is necessary. If the airspeed falls below the Safety Airspeed of 50 mph or exceeds the Placard Speed of 69 mph.A-CR-CCP-242/PT-005 CLIMB CONTROL SIGNAL 20. Figure 2-6-3 Too Fast Signal 21. the pilot shall abort the launch by releasing the glider.

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2. b. communicate”. Regardless of the particular situation. the instructor must consider wind conditions in determining the altitude and position for subsequent circuit planning. All simulated emergency scenarios. In the Air Cadet Gliding Program. cancelling the simulation and releasing at the normal altitude is a viable option. pilots shall make every effort to be established on the final approach by 300 feet AGL. has its limits. stuck spoilers.). Specifically: a. Due to the dangers associated with low level turns. 2-7-1 . navigate. aircraft attitude. pilots will become familiar with the procedures that will minimize the dangers inherent to gliding. All simulated emergency scenarios shall end with the words "Simulation Complete" followed by directions to return to normal flight or other direction as appropriate. A common error associated with rope/cable breaks is the perceived necessity to return to the launch site. The ACGP pilot will conduct many simulated emergencies during initial training and annually during the required proficiency flight checks. Through instruction and practice. b. 6. (eq: The instructor would say "Simulated. as desirable as it may be. What should you do?" then the instructor would activate the release. heading towards a safe landing area and communicating their intentions. the altitude. 3. For rope/cable break emergencies. open canopy. 7. “aviate. 4. etc. c. runway length. should the instructor feel the conditions no longer supports the planned mission. the instructor shall say "Simulated" followed by a brief description of the simulated emergency. Once the launch has been initiated. e. SIMULATED EMERGENCIES 5. airspeed and position relative to the runway are critical factors to consider in determining the correct response to a premature release.A-CR-CCP-242/PT-005 SECTION 7 GLIDER EMERGENCY PROCEDURES GENERAL 1. specific procedures for emergencies in each phase of the flight are detailed. 180°. Your rope just broke. or initiate simulated emergencies below 400 feet AGL. pilots should prioritize their actions by first flying the glider safely. the following must be considered: a. Rope break scenarios will be described (straight ahead. In flight. shall be fully briefed prior to the flight. wind conditions. In the interest of safety for both student and instructor. Simulated launch failures above 500 ft AGL shall be planned such that the student/candidate has the opportunity to be established on a final approach path to the suitable landing area by 300 ft AGL. d. The occasional emergency situation is inevitable. prior to initiating the scenario. To meet this requirement. etc) and shall include the approximate release altitude. whether rope breaks. and Pilots will not practice compound or multiple simulated emergencies in flight. time permitting. This can be summarized by the saying. When conducting pre-flight planning for a simulated emergency. the ACGP shall not conduct impromptu or surprise emergency scenarios. Many of these exercises will simulate some kind of launch failure and most will be initiated at altitudes requiring some kind of circuit modification. modified circuit. Realistic training.

The person under evaluation or receiving instruction shall only touch the release knob when conducting the GASP check. The following is applicable: a. (2) CANOPY OPEN IN FLIGHT 8. it shall be the pilot conducting the evaluation/instruction who determines the location and timing then activates the release. the tow pilot may not be able to maintain a climb or even level flight. When a return to the launch point is possible. position and altitude. a. An inadvertent opening of the canopy in flight is not a critical emergency. the glider pilot shall attempt safe separation from the tow rope and the tow aircraft while maintaining positive control of the glider. considering the phase of flight. DEPLOYED SPOILERS DURING AIR TOW 11. c.A-CR-CCP-242/PT-005 c. Figure 2-7-1 Confirm Spoilers Closed Signal If time and altitude permit. Both the tow pilot and the glider pilot shall immediately release the tow rope. Air Tow Launch Ground Abort. To initiate a simulated rope break. Control the glider/tow aircraft to establish safe separation from the other aircraft and the tow rope. Any glider launch shall be aborted whenever anyone detects a potential flight safety hazard. The tow aircraft pilot must therefore anticipate that the glider may pass on pilot's right and take appropriate avoidance action to the left. plan for sufficient altitude and airspeed to compensate for the increased drag when returning for landing. b. Summary. Stop" verbal and visual signal shall be given. the glider shall be manoeuvred to the right. GROUND ABORT 9. Both the tow aircraft and glider release the tow rope. If time and height preclude contacting or signalling the glider pilot. Following detachment from the rope: (1) AERO TOW . The "Stop. In those situations where the glider has obtained sufficient speed to overtake or pass a decelerating tow aircraft. This visual signal is the quickest way to advise the glider pilot 2-7-2 . Stop. and Subsequent Actions.The person under evaluation or receiving instruction shall pull the release knob when conducting the GPAS check. AIR TOW EMERGENCIES 10. In the event that a glider pilot has inadvertently left the spoilers deployed during take-off. and If able. The following are applicable: (1) (2) Air Tow Launch. and GROUND BASED LAUNCH . 12. Assess your situation. the tow pilot shall signal the glider pilot by vigorously moving the rudder from side to side. The following actions shall be taken by the aircrew in responding to deployed spoilers during air tow: a. See Figure 2-7-1. Immediately following release of the tow rope. close the canopy. d. Continue to safely fly the aircraft. the glider may be released by the tow pilot without warning. If unable to close the canopy. instructors must ensure that students/candidates do not sacrifice sound handling in favour of landing at the launch point.

Launch Failure at or Below 200 Feet AGL. 16. the immediate reaction of the glider pilot shall be to fly the aircraft. (S)elect . and select a suitable landing area. (A)ssess . and the possibility of over-running the landing area.Set or maintain normal gliding attitude. The glider pilot should attempt to land straight ahead making minor deviations to avoid obstacles. The tendency to weathercock may be uncontrollable and result in a ground loop. The following are applicable: a. Pilots should always choose landing areas clear of personnel or equipment when landing under these conditions. Due to the excessive ground speed produced. b. b. c. If the tow aircraft lands straight ahead. the glider shall be manoeuvred to its right.Release twice. TOW PLANE EMERGENCY 13. (G)lide .Altitude and location. PREMATURE RELEASE (AIR TOW) 14. the tow pilot shall follow up with an advisory radio call to advise the glider pilot of the problem. If time is available. High winds and associated mechanical turbulence also make control of a glider difficult as it slows after touch-down. and (P)ull . Airspeed shall be maintained at 50 mph on an approach to a downwind landing. establish safe separation. Several factors determine the effectiveness and safety of a downwind landing.Appropriate response and landing area. When a tow aircraft gives the release signal (see Figure 2-7-2) the glider pilot shall immediately release. confirming that spoilers are closed. See Figure 2-7-3. and When a glider is unexpectedly released during air tow. When a downwind landing is flown.A-CR-CCP-242/PT-005 that the spoilers are deployed. In the case of a premature release. High wind speeds (greater than 15 knots) make a downwind landing increasingly challenging. and Figure 2-7-3 Launch Failure Below 200 Feet AGL b. The glider pilot shall immediately close the spoilers. b. downwind landings may not be the best course of action. the following is applicable: a. d. the glider pilot shall complete the following procedure: Figure 2-7-2 a. 15. c. 2-7-3 .

Launch Failure Between 200 Feet and 500 Feet AGL. the glider pilot shall proceed as follows: a. or Crosswind or alternate runway landing. Altitude and the runway remaining are critical factors to consider when making the decision to turn. Launch Failure Above 500 Feet AGL. Glider Cannot Release. the glider pilot should attempt to land straight ahead. b. Downwind landing. Straight ahead landing. c. Modified circuit (see Fig. RELEASE FAILURE (AIR TOW) 19. the glider pilot shall maintain an altitude high enough to allow the trailing tow rope to clear all obstacles and personnel. the tow pilot shall release the tow rope and confirm separation. 2-7-4. 2-7-5). d. Downwind landing. c. the glider wings shall be briskly banked back and forth to indicate to the tow pilot the failure to release. Once the radio message or visual signal is received by the tow pilot. On reaching a suitable position. MOVE TO THE LEFT SIDE AND ROCK WINGS Figure 2-7-4 Glider Cannot Release c. the glider should be flown above the normal high tow position and shall be towed to an altitude and position from which a recovery of the glider trailing a tow rope can be made without difficulty. 18. 17. See Fig. b. NOTE If sufficient runway is available. 2-7-4 . Once this position has been achieved. the glider shall be flown out to the left and level with the tow aircraft so as to be in a position to be easily viewed by the tow pilot. In the event that the glider release mechanism fails to release the tow rope. and d. Crosswind or alternate runway. b. If a straight ahead landing is not possible. GLIDER CANNOT RELEASE The glider pilot shall notify the tow pilot of the release malfunction by radio. Select the best option from the following: a. If radio communication is unsuccessful. For the final approach.A-CR-CCP-242/PT-005 c. or Straight ahead landing. turns up to 90 degrees may be executed at altitudes above 100 feet AGL. and prepare for the tow pilot to effect the release by climbing approximately 20 feet higher than the normal high tow position. Select the best option from the following: a.

The pilot shall over-fly the winch or auto launch vehicle and attempt to generate a back release. If the auto or winch did not immediately react to the "Stop" signal. This procedure will safely clear the glider (specifically the tail wheel) from the rope/cable and drogue chute. (G)lide . Control the glider to establish safe separation from the rope/cable. a. (P)ull .Altitude and location. the glider pilot shall descend to the low tow position and deploy full spoilers. (A)ssess . If there is any possibility that the glider may overrun the rope/cable on an aborted winch or auto launch. the following actions shall be taken by the pilot and the launch operator: a. the following procedures shall be used to recover a glider under tow: a. Glider and Tow Aircraft Cannot Release. In the event that the glider pilot is unable to release the rope or cable during a winch or auto launch. 24. the rope/cable may still be moving with enough momentum to snag the glider causing glider damage and personal injury.Set or maintain normal gliding attitude. b. b. WINCH/AUTO LAUNCH GROUND ABORT 22. The glider releases the rope/cable.A-CR-CCP-242/PT-005 20. b. an indicated airspeed of 60 mph. GLIDER RELEASE FAILURE (WINCH OR AUTO LAUNCH) 21. then select a suitable landing area. c. the pilot shall immediately release and manoeuvre the glider to the right so as to provide separation from the rope/cable. The spoilers should be left fully deployed for the recovery and the glider pilot shall maintain the low tow position throughout the approach and landing. d. and After landing. the glider pilot shall immediately lower the nose of the glider to the normal gliding attitude and simultaneously activate the release twice. Alternately. b. and (S)elect . and the auto launch observer shall activate the release at the launch vehicle. the tow pilot should monitor the glider throughout the landing phase and be prepared to use some power after touchdown to maintain separation from the glider. Winch/Auto Launch Ground Abort.Release twice. between 10 to 20 degrees of flap. if necessary. During roll out. When the winch or auto launch vehicle loses power or a premature release occurs. the glider pilot shall complete the following procedure: a. The tow pilot shall modify the circuit to lengthen the final approach and to land long so that the glider does not get below a normal glide path. NOTE 2-7-5 . assess altitude and location.Appropriate response and landing area. POWER LOSS/PREMATURE RELEASE ON WINCH/AUTO LAUNCH 23. For tow aircraft. In the case of a premature release or rope/cable break. the tow aircraft will likely decelerate quickly because of the glider skid contact and braking. c. and Subsequent Actions. and The winch operator shall use the winch guillotine. In the event that neither the tow aircraft nor the glider can release. Winch or Auto Launch. When the glider pilot realizes or is advised that the tow aircraft is also unable to release. and approximately 500 fpm rate of descent should be used throughout the recovery. the tow aircraft should move gradually to the left hand side of the runway to allow the glider to pass on the right. if necessary.

turns up to 180 degrees may be executed. providing that sufficient runway is available. In the event of a rope/cable break or premature release above 400 feet AGL. the glider pilot has several options available and needs to consider various factors in determining the correct response. and runway layout. NOTE During auto tow operations. 25. The position. Launch Failure Above 400 Feet AGL. a straight ahead landing shall be conducted. then a modified circuit with an abbreviated downwind leg. Launch Failure at or Below 400 Feet AGL. rope/cable. The glider pilot should attempt to land straight ahead making minor deviations to avoid obstacles. followed by an into-wind landing or crosswind landing. 2-7-6 . determine which of the following alternatives are appropriate: (1) (2) if sufficient runway remains. including the drogue chute.A-CR-CCP-242/PT-005 The nose high attitude and rapidly decreasing airspeed that exists immediately after a rope/cable break is quickly followed by an initially high rate of descent as the aircraft recovers normal flying speed. 26. may be conducted. altitude. winch retrieve. and/or auto tow vehicle. or if insufficient runway or space is available for a straight ahead landing. winch. when the glider is above 300 feet and the climb angle is shallower than normal causing the position of the glider to be farther upwind than normal. The following are applicable: a. The following are applicable: a. wind speed.

In winch/auto tow operations. therefore making an off-field landing necessary. due to the position of the glider only partway up the runway during the majority of the launches. OFF-FIELD LANDING PROCEDURE 28. Alternate landing areas in close proximity to the normal landing area shall be identified. This is especially important while manoeuvring in the circuit during periods of high winds or thermal activity. In the event that modification to the circuit pattern is insufficient to ensure a safe landing at the intended landing area. downwind landings are discouraged because they are often difficult to execute properly. Lack of attention or carelessness usually is the reason pilots find themselves too far downwind from the touch-down point or too low to safely make the field.A-CR-CCP-242/PT-005 WIND LAUNCH FAILURE MAKE EVERY EFFORT TO BE ESTABLISHED ON FINAL APPROACH BY 300 FEET AGL. The runway available for downwind landing is often limited and requires the glider pilot to eliminate substantial altitude in order to prevent over-running the landing area. Unintentional off-field landings rarely occur if constant attention is paid to the altitude and position of the glider in relation to the point of intended landing. inspected and briefed prior to flight. 2-7-7 . Figure 2-7-5 Modified Circuit 27. the following procedures apply: a.

2-7-8 . c.A-CR-CCP-242/PT-005 b. the pilot should remain with the glider. The decision to land should always be made while sufficient altitude remains to fly a standard pattern. corn or sunflower should be avoided due to the increased risk of aircraft damage. height of cover and obstacles will ensure a safe recovery. surface condition. the experienced glider pilot always keeps a good landing field within range. e. On crosscountry flights. The glider pilot should never wait until the last moment to select a field and be forced to make a straight-in approach. the landing should be made uphill to aid braking action even if slightly out of wind. On cross-country flights. and Once the off-field landing has been successfully completed. d. indicate the "all's well" to the circling tow aircraft and attempt to contact the launch site by radio. Fields with newly harvested crops offer the best surface. If the site chosen contains rolling terrain. the tow pilot should help the glider pilot in selecting a suitable field by making low approaches. The choice of a field should be made while ample altitude is available. Keeping the glider within the 45-degree vertical reference to the field. Un-harvested crops such as high grain. with allowances made for wind direction. f.

regional SOPs may allow the tow pilot to initiate the release by verbally and/or visually signalling the glider pilot. descending left turn until visually confirming that the glider has released. and Regional SOPs and Flying Orders. However. for a description of aircraft systems and procedures relating to aircraft performance and engine handling. TOW AIRCRAFT CROSSWIND LIMITATIONS 5. A-CR-CCP-242/PT-005. At release. and C182 aircraft are used for glider towing. the following references shall be used: a. Tow pilots shall refer to these documents. The crosswind limitation for the L-19/C305 is 10 knots (11 mph). Tow aircraft and glider separation is as follows (also see Ch 2 Sec 4 AIR TOW RELEASE PROCEDURE for further info): a. inspection and maintenance procedures. For crosswind limitations for the C182. ACGP personnel in the conduct of the ACGP shall use the procedures and references detailed in this section for the operation of tow aircraft. 4. Chapter 1 Air Standards. reproduced by the regions as required. proficiency. NORMAL OPERATIONS 3. Manufacturer's aircraft operating handbooks. THE VISUAL SIGNAL MUST BE SUCH THAT IT CANNOT BE MISINTERPRETED AS AN EMERGENCY SIGNAL. 2-8-1 . c. The crosswind limit may be increased to 15 knots (17 mph) during Tow Pilot Conversion. refer to the C182 AOIs. The Bellanca Scout.A-CR-CCP-242/PT-005 SECTION 8 TOW AIRCRAFT OPERATIONS INTRODUCTION 1. emergency procedures for occurrences such as engine or electrical system failures. and Chapter 5 Tow Aircraft Conversion Course. etc. Responsibility for release rests with the glider pilot. hold it open momentarily (approximately 1 to 2 seconds). In addition to the instructions and procedures detailed in this chapter. Should any conflict exist with launch altitude. The crosswind limitation for tow aircraft operations in the Scout is 15 knots (17 mph) at 90 degrees. REFERENCES 2. the tow pilot shall not commence a post-release. and currency training with a qualified Tow Aircraft Standards or Check pilot. As a minimum. L-19. repeat the procedure. In either case. the launch shall not commence. b. AIR TOW RELEASE PROCEDURE 6. and then execute a gentle climbing turn to the right (Figure 2-8-1). The tow aircraft manufacturers' handbooks detail normal and emergency operating procedures. IN THIS CASE. visually confirm separation from the tow rope. tow pilots shall include the planned ASL tow altitude during a pre-takeoff transmission. b. the glider pilot shall pull the release knob.

The following apply: (1) for all ACGP tow aircraft operations. b. wet. reduce power to idle prior to touchdown. the normal landing method will be a three-point landing as opposed to a wheel landing (main wheels only at touchdown). and both the crosswind and gust conditions. Landing. a slightly steeper than normal power-on approach shall be carried out. a tail-low wheel landing may be accomplished. Final Approach. and consistency in approach/landing planning regardless of landing area conditions (soft. etc). use the lowest practical threshold speed considering both the aircraft configuration and weight. hard. for the following reasons: (a) (b) reduced possibility of a swing which could lead to a ground loop.A-CR-CCP-242/PT-005 Figure 2-8-1 Separation Procedure TOW AIRCRAFT LANDING PROCEDURES 7. To allow for an adequate clearance between the trailing tow rope and approach path obstacles. reduced ground roll. The following procedure is recommended: (a) (b) flapless. improved post-touchdown directional control because the steerable tail wheel operation is immediately available. or a very low flap setting. elimination of aircraft attitude changes after touchdown and attendant gyroscopic complications. and 2-8-2 (c) (d) (e) . use the lowest practical power setting. The following are applicable: a. maintain tail-low attitude during touchdown phase to minimize attitude change during post-touchdown deceleration and to minimize gyro effect. when maximum aileron control is required because of gusty crosswind conditions. rough. (c) (d) (e) (2) however. Final Approach and Landing.

ensure that all wheels are firmly on the ground. SOLO FLIGHT IN TOW AIRCRAFT 8. 2-8-3 . positive directional control is confirmed and the control column is fully aft.A-CR-CCP-242/PT-005 (f) be prepared to correct for a potential swing as the tail is lowered. (3) under normal conditions. gust conditions normally include rapid and repeated changes in wind direction. Firstly. the main gust peak is 15 knots or greater and secondly the peak gust speed is at least 5 knots higher than the two minute average speed. Additionally. before wheel brakes are applied. NOTE A gust condition exists when both of the following conditions exist. Solo flight shall only be conducted with the rear control column removed.

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A-CR-CCP-242/PT-005 SECTION 9 TOW AIRCRAFT EMERGENCY PROCEDURES SIMULATED EMERGENCIES 1. GROUND ABORT AND PREMATURE RELEASE (AIR TOW) 4. Specifically: a. the tow pilot should be prepared to handle situations where an engine suddenly loses significant power and is accompanied by excessive vibration: (1) In most cases the normal engine failure procedure Figure 2-9-1 Release Signal is appropriate. prior to initiating the scenario. Because towing operations present an increased risk of cylinder head cracking. the ACGP shall not conduct impromptu or surprise emergency scenarios. In the interest of safety for both the front and rear seat pilot. the check pilot shall say "Simulated" followed by a brief description of the simulated emergency. 2-9-1 b. etc. 2. it is best to include some scenarios that would require a response from the tow pilot(s) thus providing them opportunities to refresh their emergency responses without interfering with routine glider operations. or a full. When devising scenarios for the Emergency of the Day exercise (Ch 2 Sec 2 Operations Briefing). . the tow pilot shall transmit the position and altitude of the premature release. or initiate simulated emergencies below 400 feet AGL. shall be fully briefed prior to the flight. and Simulated emergency scenarios shall not be conducted while towing a glider. d. tow pilots should consider their altitude. b. Following an early release or rope break during air tow. Realistic training. All simulated emergency scenarios. Your engine just quit. split flaps. if possible. as desirable as it may be. In the event of a complete engine failure while towing a glider. The ACGP tow pilot will conduct many simulated emergencies during initial training and annually during the required proficiency flight checks. set the attitude for best glide. and complete the emergency procedure appropriate for the type of aircraft flown. All emergency scenarios shall end with the words "Simulation Complete" followed by directions to return to normal flight or other direction as appropriate. 3. the following procedure shall be followed: a. See Ch 2 Sec 7 GROUND ABORT and Ch 2 Sec 7 PREMATURE RELEASE. position and the experience of the glider pilot in their decision to release the glider.). c. whether engine failure. However. Many of these exercises will simulate some kind of engine failure and include a portion of. 5. the tow pilot shall either signal the glider to release (Figure 2-9-1) or release the glider immediately. Time permitting. Practice Forced Landing. and Pilots will not practice compound or multiple simulated emergencies in flight. has its limits. smoke in the cockpit. In flight. ENGINE FAILURE WHILE TOWING 6. The tow aircraft recovery should then follow normal procedures for the runway in use. e. What should you do?" then the check pilot retards the throttle. (eq: The instructor would say "Simulated.

Altitude may not be sufficient to recover from the tow aircraft upset and subsequent spin. the glider may have to be released without delay. a rapid climb by the tow pilot 2-9-2 . the tow pilot shall follow up with an advisory radio call to advise the glider pilot of the problem. over-controlled attempted recovery from a low position can easily lead to a position well above the height of the tow aircraft. Tow pilots should be conscious of the circumstances that can create difficulty for the inexperienced glider pilot. 8. A simultaneous horizontal force can produce a yaw sufficient to place the tow aircraft in a spin. from normal tow to an uncontrollable situation. Following lift off. A student glider pilot often gets low on tow in the early part of the climb. momentary loss of control by a glider pilot attempting to close a canopy that has opened or a rapid. Tow aircraft upset is caused by the rapid movement of a glider on tow to an excessively high position. the tow pilot shall check the glider configuration after checking the tow aircraft engine and systems. Assuming that time permits. the glider configuration may be the cause of the problem. 14. and can be accompanied by glider movement well to the right or left of the normal tow centre line. 12. If time is available. Increased airspeed makes the glider climb even faster. 13. the tow pilot will likely have serious difficulty in maintaining a climb or indeed level flight. In the event that a glider pilot has inadvertently left the spoilers deployed during take-off. RELEASE FAILURE (AIR TOW) 10. a climb to a position and altitude shall be made from which a safe recovery of the glider is possible. the tow pilot should consider towing the glider to a position ensuring a safe recovery for both tow aircraft and glider. apart from a lack of anticipation by the glider pilot. The factors that contribute to this. especially if the upset occurs below 1500 AGL. If engine performance is normal and flaps are set properly. With a short tow rope. is as little as three seconds. If the tow pilot does not have time and height available to signal the pilot. The following actions shall be taken by the tow pilot in responding to deployed spoilers during air tow: a. If time and altitude permit. The elapsed time in such an occurrence. the tow pilot shall signal the glider pilot by vigorously moving the rudder from side to side. 9. The vertical and horizontal forces generated at the tail of the tow aircraft can cause a severe pitching motion resulting in the complete elimination of lift through the creation of a negative angle of attack or an angle of attack exceeding the stalling angle. include a poorly controlled transition by the tow pilot from the level accelerating phase into the climb and the effect of the wind gradient. it also increases its airspeed because it flies around the arc of the circle whose centre is the tow aircraft. For example. If spoilers are not retracted and the tow pilot Figure 2-9-2 Confirm Spoilers Closed Signal is able to continue with the air tow. If a glider climbs on tow. POOR CLIMB PERFORMANCE DURING AIR TOW 7. This visual signal is the quickest way to advise the glider pilot that the spoilers are deployed. Several factors could lead to poor climb performance during air towing. TOW AIRCRAFT UPSET 11. See Ch 2 Sec 7 RELEASE FAILURE (AIR TOW).A-CR-CCP-242/PT-005 (2) If reduced tow aircraft engine performance does not inhibit safe flight. and the result is a slingshot effect. b. The risk of tow aircraft upset is particularly acute if tow ropes significantly shorter than 200 feet are being used. the vertical component of the load vector at the tow aircraft's tail increases rapidly as the glider moves out of position.

Slipstream. the pilot causes the overwhelming majority of ground loops. allowing the upwind wing to rise. It follows. whereas. 17. GROUND LOOPS 16.A-CR-CCP-242/PT-005 could cause an inexperienced glider pilot to make an excessive correction from a low tow position and lead to tow aircraft upset. A swing may be caused by one of the following: a. A Swing is defined as an undesirable but controllable turn during the ground operation of an aircraft. a crosswind acting on the fuselage and rudder. Tow pilots must have an extensive working knowledge of the ground loop phenomenon as it applies to conventional gear aircraft (tail draggers). When a glider on tow rapidly diverges to an excessively high or low tow position sufficient to produce overpowering forces on the tail. Precession. which combined with weather cocking effects. Swings on Take-off. because in the final analysis. that a Ground Loop can be prevented as long as the pilot maintains directional control by countering a Swing in both a timely and correct manner. causing an aircraft to weathercock into the wind. and incorrect recovery action for drift after a bounce has the same effect as landing with drift. a Ground Loop is defined as a violent uncontrollable turn resulting from failure to correct (or overcorrecting) a swing. 18. Asymmetric Thrust. Aerodynamic Factors. causing a tendency for the aircraft to swing to the left. therefore. Causes of a Swing. causes a swing into wind. Tow pilots should be alert to the potential of tow aircraft upset and take corrective action as required. 19. The corkscrew motion of the airflow from the propeller travels around the fuselage. causing a swing to the left. The following aerodynamic factors may cause a swing: (1) (2) Engine Torque. (6) b. In a tail-down attitude. The clockwise rotation of the propeller (seen from the cockpit) induces a swing to the left of increasing magnitude as the power increases. a swing can develop. the tow pilot shall release the glider. Environmental Factors. a force is imposed that reacts through 90 degrees. The purpose of this requirement is not to produce aerodynamicists or physicists but rather to produce competent pilots. heading control changes from the rudder to the tail wheel and during the transition period. 15. impacting the tail on the left side. as the tail lifts during take-off. The following are applicable: 2-9-3 . failing to properly control a wheel landing in gusty crosswind conditions in that when the tail settles onto the runway. the down-going propeller blade meets the air at a greater angle of attack than the up-going blade resulting in greater lift produced by the down going blade. (3) (4) 20. Because the spinning propeller acts like a gyroscope. touching down while the aircraft is drifting sideways. The following environmental factors may cause a swing: (1) (2) (3) (4) (5) touching down while crabbing into wind. thereby causing a swing to the left.

ground speed dramatically affects the inertial force of an aircraft and. c. if the mass is moving. 21. the relatively small increase in ground speed of 13 mph almost doubles the inertial force. the inertial force of the mass will increase dramatically as the velocity of the mass increases. asymmetric thrust. Because the effectiveness of the flight controls continues to increase as speed increases. The most obvious and dramatic is the precession effect as the tail is raised during the take-off acceleration. consequently the severity of a swing. The greater the ground speed. the more pronounced will be the swing. Additionally. while the Centre of Mass is attempting to continue in its original direction. the greater the mass. at 2000 feet ASL and 30 degrees Celsius. in the absence of corrective action by the pilot. transforms a swing into a ground loop. environmentally or aerodynamically-induced swings are normally easily controlled during take-off. All of the aerodynamic forces involved during take-off in conventional gear aircraft combine to produce a strong tendency for the aircraft to swing to the left. so does the inevitability of the total loss of directional control. However. consider a 40 mph TAS at SL and 15 degrees Celsius. above the ground and behind the main wheels. Swings and Aerodynamic Factors. The following are applicable: a. If the pilot allows a swing to progress. Therefore. progressively larger control inputs are necessary to counter an environmentally-induced swing. Momentum and Centre of Mass. Swings and Ground Speed. A combination of this increase and that due to the tailwind. is the tendency of a mass to remain in a state of rest or constant speed in a straight line unless acted upon by an unbalanced force. as detailed previously. asymmetric thrust is reduced to zero as the aircraft reaches level flight attitude prior to lift-off. Inertia. b. Using the example of the aircraft landing at 2000 feet ASL and 30 degrees Celsius in a 5 mph tailwind as compared to the same aircraft landing at SL and 15 degrees Celsius in a 5 mph headwind. the TAS would be 43 mph. brakes and power must be used to stop the swing. torque and slipstream effects are minimized as the aircraft accelerates because of the offset vertical stabilizer. (2) (3) 22. This location. For example. Two major factors affect ground speed: (1) Wind. Further. the inertial force will resist any change to both its direction and velocity. c. Swings caused by environmental factors are not so easily dismissed. precession and slipstream) are minimized during landing because of reduced engine power requirements. Consequently. rudder and elevator) and consequently. As control effectiveness further decreases. . Density Altitude.A-CR-CCP-242/PT-005 a. produces almost a 40 per cent increase in ground speed. The wheels will be attempting to go in one direction. Swings and Environmental Factors. aerodynamic control effectiveness also decreases (aileron. Conclusion. The following are applicable: a. For both the L-19 and the Scout. provides the catalyst which. these aerodynamic-induced swings normally can be easily corrected by timely and proper control application. as defined by Newton. Swings on take-off induced by aerodynamic factors (torque. As detailed in the text that follows. As indicated airspeed decreases. For example. the difference between landing in a 5 mph headwind and a 5 mph tailwind is a 30 per cent increase in ground speed. a car moving into a flat icy curve will tend to continue in a straight line  off the side of the road. As this angle between the direction of the wheels and the direction of the Centre of Mass increases. the Centre of Mass can be considered the same as the C of G. the greater the resistance to change. the greater the inertial force. considering a touchdown speed of 40 mph. Inertia. especially when the direction of the Centre of Mass moves 2-9-4 b. For example. Additionally. Landing. the longitudinal axis of the aircraft will increasingly diverge from the vector of the Centre of Mass. b. The specific point through which the inertial force acts is defined as the Centre of Mass.

regardless of magnitude. but one of the most effective controls the pilot has to negate a swing. Countering Swings with Available Controls. a high probability exists that the outside wing will contact the ground. The following are applicable: a. and the pilot may incorrectly assume that the aircraft is moving slower than it actually is. the inertial force could also collapse the outside landing gear. the controls may feel light. thereby increasing the effectiveness of the wheel brakes. the aircraft may only slide. 24. Many ground loops have occurred during taxi because the pilot started an intentional turn at too high a speed. Tail Wheel Steering. power is not a cure-all. As long as aileron control is effective. Aileron. the aircraft must be kept straight by immediate and correct reaction to every directional change. The following apply: (1) Application. will assist in preventing a lean to the outside of the swing. Brakes should be used whenever necessary to counter a swing and to realign the longitudinal axis with the inertial vector. Therefore. Advance the throttle. Ground loops do not always happen on the runway. The following are applicable: a. to a fairly high power setting. Eventually. must be responded to before there is an inch of displacement between the longitudinal axis and the inertial force vector. If the coefficient of friction between the tire and the surface is high. Additionally. holding in full rudder and full back-stick. However. because the Centre of Mass is located above the ground. As airflow past the vertical stabilizer reduces during deceleration. c. Care must be taken to avoid tail wheel angles that will result in the free-castering of the tail wheel. the wheels lose effectiveness in controlling direction and an abrupt ground loop skid will occur as inertia continues to drive the Centre of Mass along its original vector. d. full back-stick elevator may assist in keeping the full weight of the aircraft on the ground. the rudder becomes ineffective and directional control must be transferred to tail wheel steering. Power. Rudder. f. aileron into a swing. The combination of mass. b. rudder deflection may be aerodynamically effective in countering a tendency for the aircraft to swing. When the swing shows signs of stopping. as all directional control is lost. with flaps up.A-CR-CCP-242/PT-005 beyond the wheels towards the tail of the aircraft. Use it. Preventing the Ground Loop. directional control response must be immediate. Full back-stick elevator acts to hold the tail down thereby increasing the effectiveness of tail wheel steering. Note. e. 2-9-5 . In other words. Additionally. The easiest and simplest way to prevent a ground loop is to never allow a swing to develop. The only solution is to fly the aircraft from engine start until the aircraft has come to a complete stop with the engine off. 23. positive and correct. Elevator. regardless if the swing is assumed or perceived to be minor. but do not abuse it. in a classic ground loop. centripetal force will cause the aircraft to lean to the outside of a swing. Every swing. that it may also cause the aircraft to turn toward the swing direction. inertia and momentum wins again because the pilot misidentified the relative velocity. reduce power. b. however. d. During the post-landing phase as the aircraft is decelerating to taxi speed. The pilot starts what is considered a normal turn and immediately a vicious ground loop results. Power is perhaps the least considered. if necessary. The pilot must be cognizant of approaching those limits and be prepared to use brakes and/or power. Brakes. while not a cure for a swing. In other words. Power can restore aerodynamic effectiveness. there may be little feedback from the controls. thereby creating a high rate of turn. If the coefficient of friction is low. after touchdown. Considering the high density altitude tail-wind example.

d. If the swing continues. the aircraft may stall. Use all available controls to keep the aircraft straight (rudder. e. If the swing continues. A Swing is an undesirable but controllable turn during the ground operation of an aircraft. and will probably occur simultaneously as the severity of the swing increases. Summary. The following are applicable: a. and be prepared to apply power. usually to their grief. A go-around recovery from a bad landing is good advice because at touchdown. b. full power will put the aircraft in a flying state almost immediately. approach any turns on the ground with caution. There is a distinct difference in going around in order to recover from a bad landing and going around to recover from a directional control problem. When ground effect is lost. a pilot should be capable of successfully countering directional control problems. The majority of ground loops are caused by the pilot. 26. early and without hesitation. Many have tried it. use brake immediately. There is a temptation to leave full power on and go-around. Use as much power as required to maintain or regain directional control. If there is room to stop. be prepared to apply brakes. c. If a swing starts. With skill and knowledge. Leave it on only as long as necessary to correct the swing. Because the speed could be well below that required to get airborne. 25. do so straight ahead. a go-around effectively becomes a take-off. NOTE Application of controls. the ground loop scenario may be entirely different.A-CR-CCP-242/PT-005 (2) Conclusion. The following apply: (1) (2) (3) b. respond immediately with rudder and aileron. Reduce power as soon as the swing is eliminated. and during deceleration and taxi. the aircraft has speed relatively close to that required for take-off. use power immediately. The worst reaction is to apply power and force the aircraft airborne into ground effect. 2-9-6 . aileron and full back-stick) after landing. brakes and power must occur very rapidly. distance and aircraft control requirements. However. A Ground Loop is a violent uncontrollable turn resulting from overcorrecting or failing to correct a swing. Remember the following: a. with its attendant time.

A-CR-CCP-242/PT-005 ANNEX A GLIDER FINAL ASSEMBLY CHECKLIST 1. Aircraft assembled in compliance with the 2-33A parts and maintenance manual section A b. washers. (See Ch 2 Annex B) 1. This check should be performed by more than one person to ensure that all assembly points are double-checked. locking and sense of operation (must be an independent check) GLIDER REGISTRATION: NAME & SIGNATURE: PLACE DOCUMENT IN THE AIRCRAFT LOGBOOK WHEN COMPLETED DATE: 2A-1 .removed 2. Spacers – installed under nuts & can be rotated by hand 3. Forward Spar (LH & RH) – hardware installed b.hardware installed (3) Aileron locks (LH & RH) . SPOILER CONTROL a. LOG BOOK ENTRIES (2) COMPLETED a. Strut attachment bolts. AILERON CONTROLS a. Rear Spar (LH & RH) – hardware installed c. nuts and safety/cotter pins: (1) Fuselage (LH & RH) – hardware installed (2) Wings (LH & RH) .fuselage attachment (LH & RH) – hardware installed (3) Struts . WINGS a. bolt.horizontal stabilizer attachment (LH & RH) – hardware installed 7. nuts. NUTS & PINS a. washers. SPAR BOLTS. ELEVATOR CONTROL a. nut and safety/cotter pin – hardware installed 6. Horizontal stabilizer & strut attachment bolts. safety/cotter pins: (1) Horizontal stabilizer attachment – hardware installed (2) Struts .hardware installed 5. TAIL SECTION – HORIZONTAL STABILIZER a. A final check shall be carried out after a full assembly. Push rod. Flight controls checked for correct assembly. Pin and safety/cotter pin – hardware installed 4. Pins & safety/cotter pins (LH & RH) . Surfaces checked b. A Daily Inspection shall also be completed prior to the test flight. SPACERS.

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Wing Skin: condition 32. attachment points Rear Release Knob: spring tension Rear Rudder Pedals: freedom of movement. do not use glass cleaner) Front Release Knob: tension. movement & security 34. 12. Pitot/Static: condition. 16. Skid & Skid Plates: condition. check spring assembly ( ( ( ( ( ) ) ) ) ) ( ( ( ( ( ( ( ) ) ) ) ) ) ) 2B-1 . gently check air hose connections behind dash (if desired check alt against field elevation) Ballast: bracket secure. graph. security. 22. movement. Nose Cone: condition 27. no obstructions Left Wing 28. Wing Strut: condition 29. rudder cables attached. 20. wires away from the feet area Radio Check: transmit & receive Canopy: attachment points. wear. C of Reg. 14. operation Instruments: condition & security. winch hook wired or taped up if not in use 26. Tow Hook: wear. Main Wheel & Tire: condition. 9. 4. 6. secure rear seat harness if not in use Forward Wing Attachment Bolts: in & safetied (2) (or can be checked from inspection windows) Spoiler Disconnect: pin (1) in & safetied. connections for security & wear 31. freedom of movement Control Column & Trim: freedom of movement Spoilers & Brake Control: freedom of movement. 2. 8. hook condition. C. 15. inflation 24. 11. 7. visual for security Control Cables: security & wear Rear Fuselage Interior: condition Forward Fuselage 23. Dive Brake: hinges. 19. Spoilers: condition. Wing Strut Bolts: in. Ailerons & Pushrods: condition. pin installed if removable ballast installed Rudder Pedals: springs attached. Outrigger Wheel & Spring: condition & wear 33. Date: Check Off ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) Journey Log: ensure time remaining to complete flights before next scheduled inspection & check for snags Battery: in & secure. handbook. exemption) Front Seat Belt: condition Rear Door & Rear Windows: condition.A-CR-CCP-242/PT-005 ANNEX B GLIDER DAILY INSPECTION The daily inspection shall be completed before the glider’s first flight of the day. C of A. cables free Rear Control Column: freedom of movement Rear Seat Belt: condition. castle nuts on & safetied. 5. security of latches. cleanliness (use plastic cleaner or soap & water.. visual for security Aileron Disconnect: pins (2) in & safetied. proper engagement (see reverse side). 17. cable free. washers as required 30. 18. 21. 10. lower skid wear plate not worn through 25. wheel brake operation Publications Pouch: installed (do not check contents daily. 13. 3. Registration: Documentation / Cockpit 1. of G. condition of latches.

wheel wear. security to fuselage 39. Wing Strut Bolts: in. Wing Skin: condition 49. all inspection covers installed Empennage 38. connections for security & wear 50. spacers & castle nuts on (flashlight required for fwd bolts) 37. Horizontal Stabilizer: condition. security 44. movement & security 47. wheel rotates. Fabric: condition. Ailerons & Pushrods: condition. Spoilers: condition. security. washers. Vertical Stabilizer: condition. check spring assembly 46. Wing Attachment Bolts: in & safetied (4). Tail Wheel Assembly: condition. Dive Brake: hinges. Rudder & Elevator: condition. Signature: Licence No: Note: This inspection sheet should be reproduced locally on an 8 ½” by 14” sheet. security 43. attachment. wheel secure 42. security 40. fasteners secure 36. washers as required ( ) ( ) ( ) ( ( ( ( ( ( ( ) ) ) ) ) ) ) ( ( ( ( ( ( ( ) ) ) ) ) ) ) Enter all major & minor unserviceabilities in journey log defect column. 2B-2 . castle nuts on & safetied. Outrigger Wheel & Spring: condition & wear 48. movement. Inspection Plate Cover: secure Right Wing 45. security. Centre Section Fairing: condition. Wing Strut: condition 51. Rudder Cable & Elevator Push Rod: condition. Horizontal Stabilizer Lift Struts: attachment & safetied 41.A-CR-CCP-242/PT-005 Rear Fuselage 35. movement.

4. Turnbuckles secured TAIL: a. Safety/Cotter pins installed () () () () 2. Small bolt top fitting b. 6.A-CR-CCP-242/PT-005 ANNEX C GLIDER TRAILERING CHECKLIST 1. Wing pins secured c. Canopy secured c. Lights (1) signal (2) brake (3) park GLIDER REGISTRATION: SIGNATURE: 2C-1 . Secure horizontal stabilizer to trailer COCKPIT: a. AILERON LOCKS SECURED RUDDER LOCK SECURED D-TUBES COVERED TRAILER: a. Centre aligned b. Wing root openings covered () () () () () () () () () () () () () DATE: () () () () () () () () () d. Hitch safety pin b. Control stick secured b. Safety chain secured c. 5. Centre aligned b. Bolts (two per wing) (1) Left wing bolts installed (2) Right wing bolts installed (3) Safety/Cotter pins installed (4) d. 8. Fuselage and Wing Surface clearance e. 7. Shoulder of bolts up c. Secure through D-Ring c. 3. 9. FUSELAGE: a. Pitot tube covered Struts secure WINGS: a.

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power pilot conversion to glider pilot conversion training. Vision Over the Nose (VON) refers to the ability to perform all visual tasks required for the safe take-off. all without looking through the distortion associated with the lowest portion of the canopy that bends to meet the metal framing. However.1 degrees to enable the front-seat pilot to see the tow plane while preparing for launch. and the aiming point on approach. all ACGP 2-33 and 2-33A gliders have a VON mark affixed to the pitot tube IAW Technical Order C-12-382-000/CF-012. and 1 cushion One curved back-spacer and 1 cushion 1 cushion Figure 2D-2 – Initial Cockpit Fitting Guide MAXIMUM NUMBER OF FRONT SEAT BACK-SPACERS 4. Figure 2D-2 is to be used as an initial guide to determine these requirements.1 degree requirement and to ensure the front seat pilot has full access to all controls. INITIAL COCKPIT FITTING 3. and 1 cushion One curved back-spacer. the student shall undergo an Initial Cockpit Fitting to assess full control authority and ability to see the VON mark. Excessive use of cushions will negate the shock absorbing benefits of the specially designed ACGP spacers. most of the tow rope during tow. a combination of seat-spacers and cushions may be required. in no case shall the maximum number of front-seat back-spacers be exceeded. The ACGP 2-33A requires a VON of 8. the tow plane while on tow. 2 flat back-spacers. VON MARKING 2. flight manoeuvres. SEAT PAN SPACERS and CUSHION for cockpit fitting One 1" seat-spacer and 1 cushion One 1" seat-spacer and 1 cushion One 1" seat-spacer and 1 cushion 1 cushion Figure 2D-1 VON Mark 2D-1 . 1 flat back-spacers.A-CR-CCP-242/PT-005 ANNEX D USE OF SEAT SPACERS AND SEAT CUSHIONS IN THE ACGP 2-33A ASSESSING FRONT SEAT PILOT SEATING 1. Therefore the maximum number of front seat back spacers is 1 curved back-spacer. 2 flat back-spacers. Excessive use of spacers may result in control column interference and reduction of seating area. and landing of an aircraft. or soaring pilot conversion to ACGP pilot training. Prior to conducting any ab-initio glider student training. The final configuration of spacers will depend on the individual pilot's physique and preference – and may require slight changes from aircraft to aircraft. To meet the minimum VON of 8. FRONT SEAT PILOT STATURE 5' 0" to 5' 1' 5' 1" to 5' 2" 5' 2" to 5' 3" 5' 3" and over SEAT BACK-SPACERS and CUSHION for cockpit fitting One curved back-spacer. and 1 cushion. To simplify this requirement and set an achievable and measurable standard. See figure 2D-1.

The curved back-spacer is for the front seat only. seat cushion might extend beyond the wood seat pan. The following instructions amplify those of C-12-382-000MS-Z01. b. and e. the addition of seat-spacers shall allow the pilot to grasp the control column with the palm. Use of more than one cushion in either location will negate the shock absorbing benefits of the specially designed ACGP spacers. and shall be used for the step-by-step installation of spacers and cushions in all 2-33 and 2-33A gliders in use by the ACGP: a. d. Only one curved back-spacer shall be used. single back-spacer. with back and seat cushion 1" x 13" Seat-spacer 2" x 13" Seat-spacer Note that both seatspacers are installed before the back-spacer Dependant on airframe & condition. seating area might be reduced. Possible control column interference may result Fig 2D-5 Correct. use of the curved back-spacer will provide relief from the front seat-back top brace. c. One back cushion and one seat cushion shall be used at all times. Use of back-spacers to move the pilot ahead to intercept the VON is preferred over seat-spacers. with two seat-spacers Fig 2D-6 Use of 2nd flat back-spacer – condition and airframe dependant 2D-2 .A-CR-CCP-242/PT-005 SEAT-SPACER USAGE 5. since seat-spacers raise the pilot up and away from the controls. control column interference may occur. While one cushion is the minimum. positive control of the glider may be compromised. Possible sliding under the lap belt may result Dependant on airframe & condition. Aluminum Seat-back with Top Brace 18" Curved back-spacer (note the placement is below the top brace) 2" x 18" Flat Back-spacer 2" x 18" Flat Back Cushion 2" x 11" Seat Cushion Wood Seat Pan Fig 2D-4 Correct installation. Installation of back-spacers shall be such that the seating area is not compromised. If only the fingertips can grasp the control column. Ensure the seat-spacers are set fully to the rear of the seat-pan and flush to the front. Excessive reduction of the seating area may be a contributing factor to pilots sliding under the lap belt. otherwise. with addition of a seat-spacer 2" x 13" Seat-spacer (installed before back-spacer) Fig 2D-3 Correct installation of curved spacer. Also.

See Ch 3 Annex A Card 9. spacers. 2D-3 . or soaring pilot conversion to ACGP pilot training. 7. c. with head at the level or chin tilted upward and with the canopy closed. and be "snug" enough to prevent forward body movement while still allowing enough slack to allow a thumb to slide under the strap. allows the front seat pilot to: a. FINAL CONFIRMATION 8.A-CR-CCP-242/PT-005 PROPER STRAP IN 6. see the VON mark. move the control column to its full forward stop. the cockpit fitting shall precede the first training flight and shall be recorded on the Initial Cockpit Fitting Card. b. open and close the spoilers. always confirm that the final combination of cushions. to prevent the buckle from moving up toward the sternum when tightening the shoulder straps. When conducting any ab-initio glider student training. and activate the release knob. power pilot conversion to glider pilot conversion training. e. and rudder adjustments. move both rudder pedals forward to their full stop. The lap-belt shall be tightened first. RECORDING OF COCKPIT FITTING 9. Once properly strapped in. d. The shoulder harness is to be secured such that neither strap can slide off the shoulder.

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13 = Actual flying C of G Total moment Total weight = = = Actual flying C of G This C of G is between the limits of Station 78.040 lb.12 43.80 74.20 and 86. if used 43. if used MY GLIDER SERIAL No.75 TOTAL MOMENT TOTAL WEIGHT WEIGHT 612 170 150 0 ARM 96.75 MOMENT 58.205 0 77.476 932 = 83. this glider has a proper flight weight and a balanced loading. Note: Removable ballast if used is 19 pounds.70 14.825 7.040 lb.10 and the gross weight is less than 1. 2E-1 . 369 ITEM Glider empty weight and C of G Front pilot weight Rear pilot weight Ballast.80 74.A-CR-CCP-242/PT-005 ANNEX E 2-33 WEIGHT AND BALANCE CALCULATIONS EXAMPLE GLIDER SERIAL No.70 14.446 11.: ITEM Glider empty weight and C of G Front pilot weight Rear pilot weight Ballast. Is the C of G within limits? Is the total weight less than 1. Therefore.476 WEIGHT ARM MOMENT TOTAL MOMENT TOTAL WEIGHT 932 Total moment Total weight = 77.

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The best ground launch climb is obtained at speeds well below placard limits.5 G's. In normal operation the major cases of high "G" loads are tight spirals in thermals which would not normally exceed 2 or 2. the United States government equivalent to Transport Canada. on the graph. 4 June 2010. They diverge form the one "G" situation where the glider would be at rest or in perfectly balanced level flight. this will be within safe limits. the placard or "red-line" speed occurs where gusts could meet the 4. Thus. K&L Soaring. per second gust on the sailplane as speed varies.A-CR-CCP-242/PT-005 ANNEX F UNDERSTANDING THE FLIGHT ENVELOPE The following paragraphs are taken from The SGS 2-33 Sailplane Flight-Erection-Maintenance Manual." * The FAA is the Federal Aviation Authority. You should neither maneuver [sic] nor fly so fast as to expose your ship to loads within the crosshatched area marked. the diagonal hatched area indicates speeds at which you must use caution in maneuvers [sic]. 2F-1 . It can be inferred from the graph that abrupt manuvering [sic] in gusty conditions is dangerous and can lead to very high "G" loads. the faster you fly the more effect moving your controls will have.67 limit load factor. Gusts will also have more effect as speed increases. As you can see. Winch or auto towing can produce high loads. "The FAA* required design flight envelope is presented on the following [graph]. On the horizontal axis are indicated velocities in miles per hour. "NO".67 limit load factor without any maneuvering [sic]. and on the vertical axis are load factors expressed in "G" units. Normal placard speeds are reduced 10% from design speeds to provide an extra margin of safety. The speed for maneuvering [sic] with caution occurs where "G" loading from an abruptly moved control meets the 4. Assuming smoother and limited movements of the controls. The straight lines labeled [sic] "gust load factors" represent the effect of the FAA required 24 ft. but if the auto-winch placard speed is observed. The curved lines diverging from zero "G" represent forces which can be induced by moving the elevator (or other) control abruptly at various speeds.

2-33 PERFORMANCE CURVES 2F-2 .

cleanliness and charge Fan Belt – tension and condition Radiator– Inspect for leaks. Change if required Differential – Check fluid level Brakes (drum. cleanliness.A-CR-CCP-242/PT-005 ANNEX G WINCH – 100 HOUR INSPECTION Items Oil Change New Oil Filter Transmission fluid – condition. condition and fluid strength. condition Drum – bolts. cracks. spark plugs Lights and Beacon – functional and secure Instruments – functional. secure and operating within limits Emergency main brake cable (hook) Check/change gas filter Tires – pressure. main) – fluid level and condition Check for leaks Battery – electrolyte levels. Inspect hoses for condition and security Exhaust – Check for cracks and condition Fan and Shroud – condition and security Air Filter – Check and replace as necessary Light Lubricant of: (a) Throttle Linkage (b) Transmission Linkage (c) Brake Lever (d) Guillotine (e) Rollers and Head Rollers and Head (Hexagonal screws) Grease drive shaft “U” joints General engine check up. condition Plexiglas/Lexan – condition SIGNATURE: Comments √ DATE: 2G-1 .

line condition Rope/Cable – free Wheel chocks secured Lights – operational WINCH STAT CHECKS Oil pressure Cooling fluid temperature Ammeter Transmission fluid level ROPE/CABLE INSPECTION Condition. tested Brake fluid level . wear. knots. loose welds. cracks and distortion alignment Drum bolts – secured Guillotine – armed. freedom of movement. weak link Start End RECORD HOUR METER WINCH MOVEMENT Rope/Cable and chute secured Jack stands – up Guillotine secured Chocks – out Drum – in park Winch ignition – off Drum and rollers cover – on Fuel cap secured OPERATOR SIGNATURE:__________________________________ DATE:__________________ 2G-2 . fan belt – condition Drive line – condition Oil – level Engine Mount Fuel Transmission in “PARK“ WINCH PREPARATION Jack stands – down Grounding rod – in Rollers and heads – roller cover off. condition Fan. lubricated. Drum and Guard – alignment. Coolant WINCH ENGINE INSPECTION Radiator – level Battery – level. splices Splice count Redone Splices Swivel.A-CR-CCP-242/PT-005 ANNEX G WINCH MOVEMENT AND DAILY INSPECTION WINCH EQUIPMENT AND SPARES Tools Chocks Fire Extinguisher Chute First aid kit Weak links – rope Nico-press Sleeves Radio Axe Spare Oil.

tie a knot approximately 18” from the tow ring. ensure the ball is between the knot and tow plane. squeeze it over the knot. If using the single loop. If using a ball to protect the knot. such as a tube or a ball. leave the loop loose for the pilot's inspection (1” to 1. If in doubt.A-CR-CCP-242/PT-005 ANNEX H SPLICING DACRON ROPE The following steps shall be used to attach tow rings to ACGP Dacron and Spectra tow and winch ropes. If using a tube to protect the knot. While using one hand to pinch the rope around the tow ring. Loop Splicing Step 3 – Thread the rope into the Fid. Loop Splicing Step 9 – If assembling a weak link. If any rope remains exposed. pull the rope through until snug on the ring (ensure the rope does not overlap on itself around the ring). Ensuring the Fid goes between the strands. This angle helps to reduce rope breaks at the end of the splice. insert the Fid into the centre of the rope approx 1/2” down from the Lock Stitch. This will make it much easier to pass the fid through the rope. If planning on using the double loop. Loop Splicing Step 2 – If using any type of knot protection device. Loop Splicing Step 6 – Pull the rope through until the Lock Stitch is snug. Loop Splicing Step 8 – Poke the Fid out between strands then pull it and the remaining slack through. Completed Loop Splice Assembly – shown without a protection system. Loop Splicing Step 5 – Complete the Lock Stitch: move down 1/2” from the first entry and insert the rope through itself again. smooth out the ‘bunched up’ rope by dragging down from the lock stitch with the other hand. or if the splice – starting from lock stitch to the splice end – is less than 6” long. (Double loop shown) Insert the Fid through the centre of the rope. redo Steps 4 thru 8. ‘Bunch up’ the rope around the Fid as it is pushed farther inside. Detach the Fid from the rope. Loop Splicing Step 4 –Loop the rope through the ring once for a single loop or twice for a double loop. Loop Splicing Step 7 – Release the tension on the rope ends by bunching up the rope along the length where the fid will go. Loop Splicing Step 1 – Cut the rope at a 45° angle or sharper (pointier). Always inspect thoroughly before flight. ensuring the Fid goes between the strands.5” diameter). replace. slide the items onto the rope before making any loops or splices. Using 3 stitches helps to prevent the splice coming undone during flight when there is no tension to hold the splice together. 2H-1 .

Lark’s Head Splicing Step 4 – Mark the rope at 11” and 17” down from the fid. See picture to the right. Insert the Fid into the centre of the rope. Lark’s Head Splicing Step 2 – If using any type of knot protection device. Detach the Fid from the rope. Lark’s Head Splicing Step 6 – Pull the rope through until the Lock Stitch is snug. Lark’s Head Splicing Step 7 – Release the tension on the rope ends by bunching up the rope along the length where the fid will go. Lark’s Head Splicing Step 9 – If assembling a weak link. Insert the Fid through the centre of the rope at the 17” mark and pull through such that the 11” and 17” marks both are facing up and line up. If using a ball to protect the knot. This angle helps to reduce rope breaks at the end of the splice. squeeze it over the knot. and b: the loop is just large enough for a Schweizer ring to fit through.A-CR-CCP-242/PT-005 ANNEX I MAKING A LARK'S HEAD KNOT Lark’s Head Splicing Step 1 – Cut the rope at a 45° angle or sharper (pointier). (More important than lining up the marks is ensuring that a: they both face the same direction. ensure the ball is between the knot and tow plane. such as a tube or a ball. redo Steps 4 thru 8. smooth out the ‘bunched up’ rope by dragging down from the lock stitch with the other hand. on one flat side of the rope. Lark’s Head Splicing Step 8 – Poke the Fid out between strands then pull it and the remaining slack through. Using 3 stitches helps to prevent the splice coming undone during flight when there is no tension to hold the splice together. This will make it much easier to pass the fid through the rope. slide the items onto the rope before making any loops or splices.) Lark’s Head Splicing Step 5 – Complete the Lock Stitch: move down 1/2” from the first entry and insert the rope through itself again. or if the splice – starting from lock stitch to the splice end – is less than 6” long. If using a tube to protect the knot. ensuring the Fid goes between the strands. tie a knot approximately 18” from the top of the loop. If any rope remains exposed. Lark’s Head Splicing Step 3 – Thread the rope into the Fid. approximately 1/2” down from the Lock Stitch. ‘Bunch up’ the rope around the Fid as it is pushed farther inside. 2I-1 . While using one hand to pinch the rope around the top of the loop.

replace. b) Reach two fingers through the loop. e) ‘Set’ the knot by stepping on the ring and pulling hard on the rope from a few feet above the ring. If in doubt. Completed Lark’s Head Splice Assembly – shown without a protection system. and pull it through the loop. Always inspect thoroughly before flight. grab the ring. After smoothing out the rope. (See Pictures 1 – 5 at the right. d) Smooth out the rope on the ring by twisting the loop so it fits properly on the ring with no unnecessary turns or twists.) . the knot should look similar to that seen in Picture 6. Picture 2 a) Begin by inserting the rope into the ring (past the loop).A-CR-CCP-242/PT-005 Lark’s Head Splicing Step 10 – To attach the ring to the rope and create a Lark’s Head knot: Picture 1 Picture 6 Picture 5 Picture 4 2I-2 Picture 3 c) Pull the ring tight.

thus preventing wear on the inside of the rope.Clear tubing folded over and held in place with tape assists in the prevention of abrasion damage. Its rigidity holds the ring in place. cut a 4" slit leaving a 3" base.) Advantages of the Schweizer Protection Method . If in doubt.A plastic ball. Taping only at the base allows some visibility of the rope under the clear tubing.e.Starting with a 7" piece of clear tubing. It must be used with one loop. a Shorty) Assembly . Excellent for use on winch and auto launch and when assembling weak links independent of the air tow rope. Fold the now-flat tubing through the ring and over the rope loops. It must be used with double loop. Always inspect thoroughly before flight. replace. 2J-1 . will be more durable than a soft tennis ball. Secure with tape. replace. Either a full-ball or plastic tube must also be used to protect the knot (see below for details). 1) Schweizer Protection Method – Completed Splice Assembly Schweizer Weak Link Protection is shown on the right. If in doubt. but not so large that the half-ball slides beyond the knot. 3) Full. Always inspect thoroughly before flight. Always inspect thoroughly before flight.A-CR-CCP-242/PT-005 ANNEX J SPLICE ASSEMBLIES AND PROTECTION The following three methods for protection from abrasion on Dacron or Spectra tow rope ends or weak links are recommended.and Half-Ball – Completed Splice Assembly The Full. (i. Ensure the full ball is on the tow plane side of the knot. Drill a large enough hole so the half-ball can slide back and forth for inspection. such as a hockey ball.and Half-Ball assembly is shown on the right.A piece of clear tubing 4" to 6" long and a half-ball assists in the prevention of abrasion damage. Assembly . It must be used with one loop. it also allows the pilot to inspect knots and splices for condition prior to flight while not interfering with the glider hook-up mechanism. Advantages of Tube and Half-Ball . 2) Tube and Half-Ball – Completed Splice Assembly The Tube and Half-Ball assembly is show on the right. replace. If in doubt. (See accompanying Annex for the OEM drawing.

Dacron End-to-End Splice – Step 1 – Cut both rope ends at a 45° angle or sharper (pointier). pulling until snug. much like a Chinese finger trap. Completed Dacron End-to-End Splice Instructions for end-to-end splicing Spectra rope can be found in the accompanying Annexes. redo steps 4 to 8. While using one hand to pinch the rope around the lock stitch. 2K-1 . Dacron End-to-End Splice – Step 3 – Thread one rope end into the Fid. smooth out the 'bunched up' rope by dragging down from the lock stitch with the other hand. or if the splice – starting from lock stitch to the splice end – is less than 11” long. (See image from Splicing Step 7) Dacron End-to-End Splice – Step 8 – Poke the Fid out between strands then pull it and the remaining slack through.A-CR-CCP-242/PT-005 ANNEX K DACRON ROPE . 'Bunch up' the rope around the Fid as it is pushed farther inside. The process is similar to weak link construction and uses the same principle – as rope tension increases. insert the Fid into the centre of the rope approx 1/2” down from the Lock Stitch. No extra protection is required since the lock stitch is not much thicker than the rope itself. Dacron End-to-End Splice – Step 9 – Repeat steps 7 and 8 for the remaining exposed piece of rope. Dacron End-to-End Splice – Step 6 – Complete the Lock Stitch: move down 1/2” from the first entry and thread the rope through itself again. If any rope remains exposed. Dacron End-to-End Splice – Step 7 – Ensuring the Fid goes between the strands. This angle helps to reduce rope breaks at the end of the splice. insert the Fid through the centre of the other rope at the 12 to 14" mark (See image from Splicing Step 5) Dacron End-to-End Splice – Step 5 – Pull through until the 12” to 14" marks meet. (See image from Splicing Step 3) Dacron End-to-End Splice – Step 4 – Ensuring the Fid goes between strands. (There is no need for more lock stitches.) Final construction should result in the complete splice being at least 24” long.END TO END SPLICING End-to-End Splices for Dacron rope shall be constructed using the following instructions. Detach the Fid from the rope. the splice grip strengthens. (See image from Splicing Step 1) Dacron End-to-End Splice – Step 2 – Measure and place a mark 12” to 14" back from each rope end.

Create another lock stitch by pushing the fid through the rope again.A-CR-CCP-242/PT-005 ANNEX L SPECTRA ROPE . another ½” from the rope end. a fid. Note: In any of the instructions below. and then push the fid out of the rope.) Spectra End-to-End Splice – Step 5 – Ensure that the fid goes farther into the rope by at least another 15”.) Spectra End-to-End Splice – Step 4 – After creating the lock stitches. the splice grip strengthens. a block of wood. Spectra End-to-End Splice – Step 2 – Release the tension on the rope ends by bunching up the rope along the length where the fid will go. In preparation. Attach the fid to the rope and create a lock stitch by pushing the fid all the way through the rope once at least 12” from the rope end. overlapping by at least 24”. The process is similar to weak link construction and uses the same principle – as rope tension increases. ensure that the fid goes through the flat portion of the rope. the rope is not over-stressed and does not break. This splicing technique creates a much more gradual transition at the splice so that when it passes through the rollers on the winch. Spectra End-to-End Splice – Step 1 – Recommended tools are a knife. Spectra End-to-End Splice – Step 3 – Begin with the rope that is not attached to the winch. much like a Chinese finger trap. push the fid into (not through) the other rope another ½” down from the lock stitch. (Picture does not show lock stitches. This will help to remove any remaining weak portions of the rope as well as providing a clean starting point for the splice. pulling along with at least 6” extra of rope.END TO END SPLICING End-to-End Splices for Spectra rope shall be constructed using the following instructions. 2L-1 . and a small clamp. Note: If the Spectra rope breaks during use. place the two rope ends next to each other. (Optional: create a third lock stitch using the same procedure. This will make it much easier to pass the fid through the rope. it is important to cut away at least 10 ft from each end prior to splicing. wherever a splice is necessary.

2L-2 . Note that there is no need to splice a lock stitch in again – one lock stitch per end-to-end splice is sufficient.) Make sure the rope is held in this position until the whole splice is made. smoothly decreasing the diameter of the rope end. To do this. Each strand must be unwoven/unbraided from the others. This smoothes out and brings together all of the strands. making the transition of the splice very smooth. and repeatedly run the knife blade along the strands from the thick portion to the thin end. unwoven strands incrementally shorter by ½” (i. it does not weaken and break easily. 1” off the next one. use the fid as shown in the picture to pull the strands apart. In order to avoid having a loop in the rope after splicing the other end (as show in the picture on the right). Spectra End-to-End Splice – Step 9 – Pull the smoothed-out 6” portion of rope back into the rope.) The last strand should have 6” cut off. the first splice must be held in place. Spectra End-to-End Splice – Step 10 – The first side of the splice is now completed.A-CR-CCP-242/PT-005 Spectra End-to-End Splice – Step 6 – It is necessary for the exposed 6” portion of rope to have a gradually changing diameter. Instructions for end-to-end splicing Dacron rope can be found in the accompanying Annexes. Spectra End-to-End Splice – Step 7 – Cut each of the exposed. leave one strand fulllength. cut off ½” of the next one. If there is difficulty. lay them along the wooden block. Begin this process by first unravelling all of the strands of the exposed 6” of rope. (Use the clamp if another person is not available to do this. The splice should have a very gradual transition.e. which will reduce the chances of it breaking upon being taken through the rollers of the winch. Spectra End-to-End Splice – Step 8 – Gather the exposed strands together. pinch the rope at the place where the first rope-end was inserted. so that when the splices goes through the rollers of the winch. Spectra End-to-End Splice – Step 11 – Perform the same steps as above to splice the other side. etc.

If only caused by dirt and grime. Figure 2M-1 may provide additional assistance with understanding the components of the rope. Table 2M-2 – Consider replacement CONSIDER REPLACING DACRON or SPECTRA ROPE IF THE FOLLOWING CONDITIONS EXIST: Two Broken Strands Sign of wear due to abrasion. May be sign of progressive weakening. Discoloration Compression / Flat Spot Knots created in Flight 2M-1 . High point(s) caused by in-flight knots often result in areas of abrasion or wear that occur upon landing and subsequent taxiing into position. Unlike Compression / Flat Spot. If the compression / flat spot can be eliminated by flexing the rope. it is safer to replace the rope. Always remove prior to flight and inspect for abrasion. If accompanied by brittleness or stiffness. Indication of excessive dirt or grit embedded or shock load damage. Often accompanied by bumps and flat areas.A-CR-CCP-242/PT-005 ANNEX M ROPE REJECTION GUIDELINES The tables below outline the replacement guidelines for ACGP Dacron and Spectra ropes. See above "Multiple Broken Strands". condition cannot be eliminated by flexing. May indicate core or internal damage from overloading or shock loads. Area will be extremely stiff. Rope has rubbed against itself or another object while under tension. Individual broken filaments (see Appendix F) are not a cause for concern. Inconsistent Diameter Inconsistency In Texture And Stiffness Multiple Broken Strands (More than 2 strands) Charred / Burnt Areas Melting or Glazing Worn through due to contact with another object. Often accompanied by a slight sheen. Table 2M-1 – Replace or re-splice immediately REPLACE OR CUT-OFF THE AFFECTED AREA AND RE-SPLICE THE ROPE IMMEDIATELY IF THE FOLLOWING CONDITIONS EXIST: Glossy Or Glazed Areas Caused by either heat damage or compression. continue to use as appropriate. continue to use as appropriate. Unlike Compression / Flat Spot. the condition cannot be eliminated by flexing the rope. Excessive heat has either destroyed or fused the fibres.

Normal. This condition should stabilize.A-CR-CCP-242/PT-005 Table 2M-3 – Normal wear SIGNS OF NORMAL DACRON or SPECTRA ROPE WEAR: Single Broken Strand No decrease in strength. melting. but indication of wear due to abrasion. See above "Two Broken Strands". or wearing through. but serves as a good indication of potential area of charring. "Fuzzy" appearance Dark staining / Polishing where rope contacts metal Figure 2M-1 Rope Components 2M-2 . not progress. Increase vigilance in this area. "Fuzz" is not a sign of wear but actually forms a protective cushion and shield for the fibres underneath.

A-CR-CCP-242/PT-005 ANNEX N OEM DRAWINGS FOR SCHWEIZER PROTECTION METHOD Note: tube diameter may need to be adjusted to fit specific rope 2N-1 .

Flights shall be conducted in the order stated in the syllabus. A cockpit fitting shall precede the first training flight and shall be recorded on the Initial Cockpit Fitting Card. See Ch 2 Annex D and Ch 3 Annex A Card. including DreamFlyers or locally produced equipment that does not hold a Flight Simulator or Flight Training Device Certificate issued by Transport Canada. In addition. Candidates arriving at the RGS who do not meet these limitations will be subject to Return To Unit (RTU) action.82 kg 152. To ensure there is no negative skill transference. The flying syllabus. The Schweizer 2-33 gliders used in the course impose certain physical limitations with respect to the weight and size of the pilot. is detailed in Figures 3-2-1 and 3-2-2. are flights that require certain weather conditions. USE OF SYNTHETIC FLIGHT TRAINING DEVICES 5. Therefore. the student pilot's size must promote comfortable positioning in the cockpit with good visibility in all directions as well as being able to effect full movement control. and the Launch Emergency Flights (AL20 to AL22). and 20 solo flights. contributing to a safe and effective flying training operation. decision making. FLYING SYLLABUS 7. comprising 27 dual instruction flights. IAW CATO 5101 Annex C. such as winds creating illusions due to drift.5 cm Minimum 90 lbs 5 ft 0 in (socks only) 40. 2. aircraft handling and the procedural aspects of aviation. and assisting the students to develop the required skills in airmanship. certified Flight Simulators and Flight Training devices may only be used to conduct training from a syllabus approved by the NCA Ops O and the Divisional Operational Airworthiness Manager (DOAM).A-CR-CCP-242/PT-005 CHAPTER 3 GLIDER PILOT COURSE TRAINING PLAN SECTION 1 FLYING TRAINING GENERAL 1. no candidate undergoing training on the Glider Pilot Course may receive training on or use any synthetic flight training equipment. one Performance Check (PC). one Enabling Check (EC). Exceptions to this direction. Flight Safety is the guiding principle for the Glider Pilot Course. FLIGHT SAFETY 6. 3.72 kg 190. The Glider Pilot Course contains a series of air and ground lessons designed to train student pilots with no previous flying experience to the TC Glider Pilot Licence standards and the Glider Pilot Course Qualification Standard. A proactive Flight Safety Program is an essential component of the course. which may be approved by the CFI. 2-33 Height and Weight Limitations. the following conditions and PLs apply: 3-1-1 .4 cm USE OF SEAT SPACERS AND SEAT CUSHIONS 4. The following limitations shall be applied: Limitations Weight Height Maximum 200 lbs 6 ft 3 in (socks only) 90. Air Cadets attending the course must be in possession of a valid and current Transport Canada Medical Certificate in accordance with the procedures detailed in Canadian Aviation Regulations (CARs). When such lessons are shuffled. As for all ACGP activities. all course candidates must hold a Medical Category of 3 or 1.

See Chapter 1 Section 5 for error definitions. and supported by an observed task. the student must achieve an increasing level of proficiency on flying exercises as detailed in Annex A. Every effort shall be made to correct performance deficiencies as soon as possible. 10. a review of circuit procedures (especially existing and forecast weather/wind conditions and circuit modification procedures). Evaluation for the Emergency PO shall only be for the reactions pertaining to the emergency itself. The Instructor will rate each flight from an overall flight perspective based on the PL achieved by the student glider pilot on each exercise or sequence. PROFICIENCY LEVELS (PLs) – EXPLANATION AND DEFINITIONS 11. c. The assignment of a valid Proficiency Level is dependent upon a thorough understanding of the terms “major error” and “minor error”. PROGRESS BOOKS 8. OVERALL FLIGHT RATING (OFR) – EXPLANATION AND DEFINITIONS 13. A student’s performance must be measured in relation to the Qualification Standard (QS) and not against the performance of other students. shall be directly related to.A-CR-CCP-242/PT-005 a. the briefing shall cover the following: the limits of the mission. b. All student solo flights shall be preceded by a thorough briefing by the instructor. the following items are specific to this course: a. MONITORING AND DEBRIEFING 15. See Chapter 1 Section 5 for PL definitions. the standard for landing is PL 1 on AL 6. In addition: (1) (2) A marginal flight assessment cannot be given after AL 22. In addition to those OFR definitions at Chapter 1 Section 5. SOLO FLIGHTS – BRIEFING. a review of the sequences to be flown. and a 3-1-2 . (3) (4) b. PL 3 on Emergency Sequences must be attained upon successful completion of the 3rd emergency scenario. The syllabus trip immediately following a marginal or unsatisfactory syllabus trip may not be rated as marginal. Student progress books shall be held at the RGS for a period of 3 years. Those items which are commented upon in any assessment. Successive flights have progressively more challenging objectives and. 14. MAJOR AND MINOR ERRORS – EXPLANATION AND DEFINITIONS 12. For example. No Enabling or Performance Checks may be rated as marginal. PL 2 on AL 15 and PL 3 on AL 23. Regions shall use the standardized National Progress Book detailed in Annex A of this chapter. therefore. and PL 3 must be attained on the circuit modification sequence by AL 18 or AL 20. Weather dependent flights may only be shuffled upon successful completion of AL 14. and which refer to airmanship or HPMA (CRM) related activities. Card 7 “Proficiency Level Standards". The trip immediately preceding a flight test may not be rated as marginal. whichever occurs last. PERFORMANCE ASSESSMENT – GENERAL 9. As a minimum.

20. aircraft. Should the IR process provide a successful resolution. c. 17. Once the flight has been debriefed both student pilot and instructor shall sign the card. e. the basis for any such decision needs to be based on the principle that the student pilot has continued to demonstrate a PL 3 or higher and thus remains "safe for solo". loss of tow plane directional control due to dramatic lateral swinging of the glider. landing lane obstructions. b.A-CR-CCP-242/PT-005 review of appropriate emergencies the student may encounter (especially rope break procedures and alternate and emergency landing areas). paying particular attention to the student's concerns and questions. making a SAT/UNSAT decision may be difficult. results in a landing elsewhere than the planned landing area in the absence of weather. onset of tow plane upset. There is no requirement to repeat the UNSAT solo flight. Should the instructor decide a solo flight is below solo standard (i. An unsafe action that jeopardizes the safety of the solo pilot. Unsatisfactory Course Progress includes: a. All solo flights shall be individually monitored by a qualified glider instructor for the entire duration of the flight. Therefore. 16. Therefore. air traffic. UNSATISFACTORY COURSE PROGRESS (UCP) 23. Sequential instances of poor solo pilot decision-making and/or technique that when combined in the same flight. Examples: severe solo pilot induced oscillations. d. Making a SAT/UNSAT decision is one of the many responsibilities held by all flight instructors and is a decisive factor in ensuring the continued safety of the student pilot. or similar factor(s) that would make such an event necessary. Intervention by radio for the purpose of providing direct instruction to prevent the solo pilot from making an unsafe act or to resolve an unsafe situation caused by the solo pilot's actions. 22. 3-1-3 . Wilful contravention of ACGP or TC regulations. SOLO FLIGHTS . an action that constitutes a PL 2 or PL 1) recognizing that the determination of whether the action was unsafe will be made by the instructor(s) on the ground (see above para Solo Monitoring). the student pilot's training shall return to the syllabus at the next flight immediately after the UNSAT solo flight. Successful course completion requires student pilots to not only meet the course standard. or Substandard aircraft handling by the solo glider pilot to such an extent that the tow plane pilot prematurely releases the tow rope. and the applicable IR process will proceed. (i. Instructors shall position themselves in close proximity to a radio that can be used to contact the student if needed. UNSAT will be noted on the student pilot's solo card with the below standard item graded accordingly and described in detail. by using the general principles of safety and airmanship described above in the paragraph Flight Safety. or tow rope looping around or threatening to loop around either aircraft. 21. there are several situations that constitute an UNSAT solo flight: a. PL 1 or 2). A radio shall be available for the use of instructors monitoring solo students. At the conclusion of every solo flight. the student pilot shall be grounded. or persons on the ground. While exact circumstances for every situation are impossible to capture in this text.e. Since the instructing pilot is never in the aircraft during a solo flight and thus not able to see precisely how the student pilot is handling the aircraft. Any failed EC.e. but to maintain the course standard throughout the entire course.UNSATISFACTORY PERFORMANCE 18. the instructor shall review the flight with the student. 19. course Proficiency Level standards shall apply to solo flights and regression below solo standard shall be considered Unsatisfactory (UNSAT).

The syllabus trip immediately following the ED may not be rated as Marginal. c. 29. a PRB will be convened under the direction of the RGS CO. d. EXTRA DUAL FLIGHTS (ADDITIONAL INSTRUCTIONAL) 26. Personnel responsible for each IR. 25. Course failure is defined as: a. The prescribed corrective measures shall be approved by the CFI/CGI. consisting of a review of the student’s training with prescribed corrective measures. One rewrite. the Flight Commander may authorize non-syllabus flights. Grading of the ED shall include the failed sequence(s) and those sequences required to accomplish the flight. Results of any PRB shall be recorded and any recommendations shall be forwarded to the RCA Ops O. the person conducting the IR may recommend that a Progress Review Board (PRB) be convened. Extra duals may be authorized for students who fail to achieve the required standard. in the pre-solo stage no OFR will be assigned. The record of the IR shall be entered into the student’s progress book or ground school file as applicable. or Failure of a Transport Canada Exam re-write. excluding Review Flights. or higher. The authorizing signature and appointment must be present on the Extra Dual Card prior to flight. or up to two EDs may be prescribed.A-CR-CCP-242/PT-005 b. IRs resulting from flight training may be completed at the gliding site. REVIEW FLIGHTS 30. One rewrite. Each of the first three instances of Unsatisfactory Course Progress (UCP) shall result in an Independent Review (IR). IR(1) and (2) . Failure of a retest on the PC. After four days of non-flying the student shall receive one Review Flight. including re-writes. IRs shall be conducted in sequence. Release altitudes for these flights shall not be lower than 1000 ft AGL. any ED resulting from the IR process shall be to an altitude such that the failed sequence may be accomplished. If at any time it becomes evident that the IR process will not address the student’s difficulties. 3-1-4 . 24.Conducted by a person authorized by the CO RGS. If the weather is within VFR limits but does not meet the flying syllabus requirements. while in the post-solo stage para 33 shall apply. IR(3) . d. The prescribed corrective measures shall be approved by a Flight Commander. Any UNSAT dual trip. or Any UNSAT solo flight.Conducted by a person authorized by the CO RGS. 27. During the solo stage. or up to two EDs. A Failed Transport Canada exam. After seven days the student shall receive two Review Flights. b. an interview with the student and/or instructor may be conducted. Once a student’s progress has constituted a course failure. and the prescribed corrective measures are as follows: a. Extra duals shall be graded as either SAT or UNSAT. PLs shall be assigned however. or higher. b. 31. Where applicable. COURSE FAILURE 28. Four UNSAT trips during the course (including ECs and PCs but not including Review Flights). may be prescribed. c. Failure of any four ground school ECs.

Overall Flight Ratings of SAT or UNSAT shall be based on the required standard for the previous Air Lesson. 34. the flight test examiner shall endorse the student's logbook.18. Under no circumstances shall Review Flights be used as a result of below standard performance. the Flight Commander may approve one Review Flight per instance. To ensure that students do not fly solo in unfamiliar conditions and/or situations that could present a flight safety hazard. b. Extra Duals are specifically mandated for this situation. The endorsement should be on the same page as the recorded flight. it may be conducted at any time after the Pre Test mission AL 28 has been flown. and examiner's name.A-CR-CCP-242/PT-005 32. however. FINAL FLIGHT TEST . method of launch. an ED will be required to regain the standard. To comply with CAR 401. and signature 3-1-5 . date and location. 33. 35. In the case of an UNSAT Review Flight. license number. The authorizing signature and appointment must be present on the Review Flight Card (Green) prior to FINAL FLIGHT TEST – TIMING 36.ADMINISTRATION 37. The Final Flight Test should be conducted after all solos have been flown. c. and shall include: a. flight.

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3-1-6

A-CR-CCP-242/PT-005

SECTION 2 FLIGHT/AIR LESSON - SYNOPSIS PRE-SOLO Flt No. AL1 AL2 AL3 AL4 AL5 AL6 AL7 AL8 AL9 AL10 AL11 AL12 AL13 AL14 AL15 AL16 AL17 AL18 AL19 AL20 AL21 AL22 AL23 AL24 Exercise Familiarization Flight Attitudes and Movements Attitudes and Movements Air Tow, Straight Glide and Medium Turns Take-off, Flight Management, Secondary Effect of Controls and Circuit Procedures Gentle Tums, Approach and Landing Basic Stalls Air Tow Positions and Stalls Steep Turns and Stalls in Turns Slipping Slipping Turns Incipient Spins and Drift Illusions Spins and Spirals Flight Management Circuit Modification (High) Circuit Modification (High) Circuit Modification (Low) Circuit Modification (Low) Upgrade Launch Emergency, Modified Circuit Launch Emergency, Downwind Landing Launch Emergency General Progress Check SOLO FLIGHT CHECK Release (Feet AGL) 2 000 2 000 2 000 2 000 2 000 2 000 2 500 2 500 2 500 2 500 2 000 3 000 3 000 1 500 1 500 2 500 1 500 1 500 2 500 800 400-600 A/R 3 000 2 500 Time (Approximate) Dual :12 :12 :12 :12 :12 :12 :15 :15 :15 :12 :12 :18 :18 :10 :10 :15 :10 :10 :15 :05 :04 :04 :18 :15 Solo 0:12 0:24 0:36 0:48 1:00 1:12 1:27 1:42 1:57 2:09 2:21 2:39 2:57 3:07 3:17 3:32 3:42 3:52 4:07 4:12 4:16 4:20 4:38 4:53 Total

Figure 3-2-1 Pre-Solo Flying Syllabus

3-2-1

A-CR-CCP-242/PT-005

POST-SOLO Flt No. S1 AL25 S2 S3 S4 S5 AL26 S6 S7 S8 S9 S10 AL27 S11 S12 S13 S14 S15 AL28 S16 S17 S18 S19 S20 AL29 Exercise First Solo: Gentle and Medium Turns Post-Solo Progress Check Second Solo: Medium Turns Third Solo: Medium Turns Fourth Solo: Medium Turns Fifth Solo: Steep Turns Progress Check Sixth Solo: Steep Turns Seventh Solo: Steep Turns Eighth Solo: Gentle Stalls Ninth Solo: Medium Stalls Tenth Solo: Spoiler Open Entry Stalls Comprehensive Progress Check Eleventh Solo: Crosswind Operations Twelfth Solo: Crosswind Operations Thirteenth Solo: Medium & Steep Turns Fourteenth Solo: Medium & Steep Turns Fifteenth Solo: Medium & Steep Turns Pre Flight Test Comprehensive Progress Check Sixteenth Solo: Slipping Seventeenth Solo: Slipping Eighteenth Solo: Medium & Steep Turns Nineteenth Solo: Medium & Steep Turns Twentieth Solo: Medium & Steep Turns FINAL FLIGHT TEST Release (Feet AGL) 2 000 1 500 1 500 1 500 1 500 1 500 2 000 1 500 1 500 2 000 2 000 2 000 2 500 1 500 1 500 1 500 1 500 1 500 3 000 1 500 1 500 1 500 1 500 1 500 2 500 :15 6:00 3:28 :18 :10 :10 :10 :10 :10 :15 :10 :10 :10 :10 :10 :12 :10 :10 :12 :12 :12 :10 :10 :10 :10 :10 Time (Approximate) Dual Solo :12 5:02 5:12 5:22 5:32 5:42 5:52 6:04 6:14 6:24 6:36 6:48 7:00 7:15 7:25 7:35 7:45 7:55 8:05 8:23 8:33 8:43 8:53 9:03 9:13 9:28 9:28 Total

Total Flights: 49 (consisting of 29 Duals and 20 Solos) Figure 3-2-2 Post-Solo Flying Syllabus

3-2-2

A-CR-CCP-242/PT-005 SECTION 3 AIR LESSONS/FLIGHTS – DETAILS AIR LESSON 1 – FAMIL FLIGHT (AL1 – 2 000 FEET) AIM 1. This may be the student's first ride in a glider. The ride is intended to familiarize the student with the glider, local procedures and the flying area. OBJECTIVE 2. At the conclusion of this trip, the student should have been exposed to the following items: Demo Work a. b. c. d. MOTIVATION 3. The student should enjoy the flight while becoming familiar with the local area, launch site procedures, and cockpit procedures. REFERENCES 4. The following references apply for this lesson: a. b. c. d. Chapter 6, ACGP Manual of Glider Flying Training, Sections 1 and 2; RGS Flying Orders; Chapter 2, Section 1, Schweizer 2-33 Glider AOI; and Glider Checklists. 2-33 cockpit Airfield lay-out Local flying area Safety factors Level N/A N/A N/A N/A

TIPS TO INSTRUCTORS 1. Ensure the Cockpit Fitting has occurred prior to this trip. See Ch 2 Annex D for details.

2. This lesson should take the form of an introduction to flying and a famil trip. Do not attempt to instruct on this trip, except for running over details of the straps, canopy and other items necessary for the safety of the glider and occupants. 3. Point out the local flying area and the prominent features and landmarks. Show your student the airfield layout, the circuit – initial point (IP), downwind, base turn, base leg, final turn, final approach and landing. Explain your decisions and actions during the final approach and landing. 4. Encourage the students to look around frequently and to regard themselves as part of the aircraft. The development of good look-out habits starts with the first trip. 5. Treat the student and glider gently during this first trip. Watch for signs of apprehension or sickness.

6. Outline the course to your student, explaining what is expected in the way of preparation for each trip. Encourage questions regarding any facet of training. 7. This trip will not be graded or given an OFR.

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A-CR-CCP-242/PT-005

BRIEFING OUTLINE 5. Glider Ground Handling. The following are applicable to glider ground handling: a. b. c. d. 6. Daily inspection; Pre-take-off checks; Hook-up signals; and Airfield layout.

Glider Air Handling. The following are applicable to glider air handling: a. b. c. d. Launch signals; Checks; Release technique; and Transfer of aircraft control.

7.

Local Flying Area. The following are applicable to the local flying area: a. b. Look-out (ground and air); and Clock elevation system.

SUMMARY 8. Stress safety and look-out.

9. Encourage questions. Stress the importance of the student understanding the briefing before you start the air exercise. 10. Question the student on the presentation: a. b. What is the pre-take-off check? and What is the procedure for relinquishing and retaking control (transfer of aircraft control)?

AIR LESSON OUTLINE 11. Ground. The following are required: a. b. c. d. 12. Demonstrate all the pre-flight actions; Have the student strap in; assist as required and ensure that positioning is correct and comfortable; Practice transfer of control; and Do pre-take-off check and commands.

Air. The following are required: a. b. Demonstrate the launch signals, the take-off and air tow; Show the student the practice area, pointing out landmarks. Assist the student in developing an orientation with the local area;

3-3-2

A-CR-CCP-242/PT-005 c. d. e. Demonstrate the clock elevation system; have the student report aircraft; Demonstrate aircraft stability and the basic attitudes of flight; and Fly the circuit and land describing the separate components of the circuit (IP, downwind, base turn, base leg, final turn, final approach and landing).

LINK 13. Tailor link to the individual student. Be creative to encourage each student’s understanding. At a minimum, include the following: a. Link this lesson to student’s previous flying experience.

POST-FLIGHT REVIEW 14. The following are required: a. Obtain the student's overall impression of the trip. Stress that checks and emergency procedures must be learned quickly and accurately. Start your student on self-analysis; Give the reading assignment and stress that the material must be known in preparation for the next trip; and It is understood that several air lessons may be taught in a row without a significant break. Instructors must ensure that major errors and key points are debriefed after each air lesson, even if the debriefing is abbreviated and/or conducted while still in the cockpit. These post-flight debriefs should be amalgamated into a thorough review as soon as possible after the last in a series of back-to-back instructional flights.

b.

c.

15.

Reading Assignment. Chapter 6, ACGP Manual of Glider Flying Training, Sections 1, 2 and 3.

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A-CR-CCP-242/PT-005

AIR LESSON 2 – ATTITUDES AND MOVEMENTS (AL2 – 2 000 FEET) AIM 1. This is the first mission with the student at the controls. On this trip the student will be introduced to the primary use of the controls and the various flight attitudes of the glider. OBJECTIVE 2. At the conclusion of this trip, the student must demonstrate the following PLs: New Work a. b. c. d. MOTIVATION 3. A sound fundamental knowledge of checks, established procedures and effects of controls is a prerequisite to safe flight and more advanced manoeuvres. REFERENCES 4. The following references apply for this lesson: a. b. c. d. Chapter 6, ACGP Manual of Glider Flying Training, Section 3; RGS Flying Orders; Chapter 2, Section 1, Schweizer 2-33 Glider AOI; and Glider Checklists. Pre-Flight Ground Handling Airmanship Attitudes and Movements Level 1 1 1 N/A

TIPS TO INSTRUCTORS 1. Ensure the Cockpit Fitting has occurred prior to this trip. See Ch 2 Annex D for details.

2. Continue to stress look-out and safety during all dual trips as well as awareness of glider position within the designated practice area. 3. Explain the meaning of horizon reference and instrument crosscheck. Emphasize that the glider attitude and not the instruments is the primary reference. 4. Ensure that the student is seated correctly and is in the proper position. Ensure that the student knows the correct number of spacers required and how to adjust the rudder pedals so that they are in the same relative position on each trip. 5. Let the student fly as much as possible but maintain hands near controls at all times to provide assistance when necessary. 6. When demonstrating the effects of spoilers, use high and low speeds to show the marked difference in effectiveness. 7. For the effects of controls exercise, strive to provide the student with a good introduction. The student's feet should be placed comfortably on the rudder pedals with the heels on the floor. The control column should be held lightly with the wrist free to flex. 8. Continually challenge your student if the student is progressing well, by giving more difficult handling manoeuvres. 9. You should verbally test your student on rope break procedures on each flight to keep the student thinking throughout the air tow what to do if the rope breaks. 3-3-4

A-CR-CCP-242/PT-005 BRIEFING OUTLINE 5. Pre-Flight Activities a. b. c. 6. Weather and Operations Brief; DI Checklist; and Aircraft Logs.

Airmanship. Define and explain scope: a. b c. Common sense, situational awareness, air picture, planning; Adherence to SOPs, National/regional/local orders; and Wind assessment, look-out, etc.

7.

Use of Checklists/Radio. The following are applicable to the use of checklists/radio: a. Checks (to be memorized before solo): (1) (2) (3) (4) b. c. pre-release; pre-take-off; pre-landing; and pre-stall/spin.

Emergency procedures. Radio procedures (receive/transmit [R/T].

8.

Ground Handling. The following are applicable: a. b. c. Limited Pre-Flight Inspection (Walk-Around); Pre-take-off check (BCISTRSC); and Hook-up procedures.

9.

Release/Flight Attitudes. The following are applicable to release/flight attitudes: a. b. c. d. e. Pre-release check and release procedure; Wings level glide attitude; Nose-up attitude; Nose-down attitude; and Banked attitude.

10.

Primary Effects of Controls. The following are the primary effects of controls: a. b. c. d. Elevator - pitch; Ailerons - roll; and Rudder - yaw. Effects of controls: (1) (2) control responses and effectiveness; effect of speed; and 3-3-5

A-CR-CCP-242/PT-005

(3) 11. LINK

use of trim and use of spoilers.

Emergency Scenario. While on departure at 200 feet AGL, the rope breaks. What are your actions?

12. Tailor link to the individual student. Be creative to encourage each student’s understanding. At a minimum, include the following: a. Attitudes and movements are the building blocks for all other manoeuvres. Successfully learning the attitudes and movements is like building a strong foundation for a house. If a weak foundation is built, the house will fall down.

SUMMARY 13. 14. Encourage the student's questions. Ask the following confirmatory questions to the student: a. b. c. Describe the hook-up signals and the indications you are looking for during each step. What are the launch signals? What are the following speeds: (1) (2) d. best L/D, dual; and minimum sink, dual.

What attitude and trim changes will be evident when increasing airspeed from 50 mph to 65 mph?

AIR LESSON OUTLINE 15. 16. 17. 18. 19. 20. 21. Student performs Limited Pre-Flight Inspection (Walk-Around) under supervision. Ensure the student is strapped in correctly. Review the operation and function of the cockpit controls. Student performs the pre-take-off check. Student verifies the rope's condition and initiates hook-up. Student gives launch signals. Demonstrate the take-off and the air tow with the student following through.

22. Student calls out the pre-release check, the instructor demonstrates the release procedure and directs the student to activate the release. 23. 24. Demonstrate and let the student practice the effects of controls: roll, pitch and yaw. Demonstrate and allow the student to practice the effects of spoilers.

25. Demonstrate the circuit: IP entry, downwind (including downwind check), base turn, base leg, final turn, final approach and landing. POST-FLIGHT REVIEW 26. Review the air lesson in detail and make sure the student fully understands all the debriefing points and the proper techniques/procedures.

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A-CR-CCP-242/PT-005 27. Reading Assignment. The following are applicable: a. b. Chapter 6, ACGP Manual of Glider Flying Training, Section 3; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI.

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Schweizer 2-33 Glider AOI. b. the student must demonstrate the following PLs: Demo a. REFERENCES 4. 6. BRIEFING OUTLINE 5. b. The following references apply for this lesson: a. Ensure the student can determine the presence of lift or sink from the reading on the VSI during straight glide. At the conclusion of this trip. 2. Air Tow Level N/A Level 2 N/A Upgrade a.A-CR-CCP-242/PT-005 AIR LESSON 3 – ATTITUDES AND MOVEMENTS (AL 3 – 2 000 FEET) AIM 1. Section 1. 3. A strong base knowledge of aircraft movements and different flight attitudes is necessary before moving on to more complex manoeuvres. c. RGS Flying Orders. Daily inspection. Ground handling including all checks: a. To review and perfect the student's understanding of attitudes and movements. MOTIVATION Ground Handling Attitudes and Movements 3. TIPS TO INSTRUCTORS 1. Chapter 6. c. b. Section 3. 3-3-8 . Chapter 2. Review Glider Ground Operation. Pre-take-off. and Checklists. Emergency Procedures Review. Teach your student proper radio procedures and terminology and encourage your student to use the radio on all subsequent flights. OBJECTIVE 2. Climb. and Hook-up signals. Ensure your student understands VSI instrument lag. d. ACGP Manual of Glider Flying Training. Continue to stress look-out and safety during all dual trips as well as an awareness of the glider's position within the designated practice area.

roll. stall speed. c. and Banked attitude.pitch. Ask the following confirmatory questions to the student: a. Be creative to encourage each student’s understanding. and Rudder . Encourage the student's questions. include the following: a. b. dual. Pre-release check and release procedure. effect of speed. LINK Emergency Scenario. Tailor link to the individual student. the rope breaks. dual. This lesson builds upon the skills learned in air lesson 2. What is the pre-release check? What are the following speeds: (1) (2) d. c. 10.A-CR-CCP-242/PT-005 7. SUMMARY 12. control responses and effectiveness. Nose-up attitude. b. Describe the pre-landing check and what is required for each step. Review the following: a. 9. What are your actions? 11. Effects of controls: (1) (2) (3) (4) 8. While on air tow at 600 feet AGL. Wings level glide attitude. Review the following: a. Ailerons . Review Primary Effects of Controls. Launch signals. d. Review Flight Attitudes.yaw. and use of spoilers. 13. and stall speed with spoilers. Review the following: a. Nose-down attitude. What attitude and trim changes will be evident when decreasing airspeed from 65 mph to 45 mph? 3-3-9 . b. Elevator . b. c. At a minimum. Review Glider Air Operation Including All Checks. use of trim. c.

b. 26. and Chapter 2. 20. You must upgrade ground handling. 23. Reading Assignment. Demonstrate the take-off and the air tow with the student following through. Section 3. Review the air lesson in detail and make sure the student fully understands all the debriefing points and the proper techniques/procedures. POST-FLIGHT REVIEW 25. The student practices the effects of controls and the use of controls to achieve desired attitudes. 17. Student verifies the rope's condition and initiates hook-up.A-CR-CCP-242/PT-005 AIR LESSON OUTLINE 14. Review the basic flight attitudes. Student calls out the pre-release check. Schweizer 2-33 Glider AOI. ACGP Manual of Glider Flying Training. 24. Chapter 6. Review the operation and function of the cockpit controls. 16. 18. 19. Demonstrate circuit joining procedure. 21. Section 1. 3-3-10 . fly the circuit and land. the instructor demonstrates the release procedure and directs the student to activate the release. Student performs all ground handling. Student gives the launch signals. The following are applicable: a. 15. The student performs the pre-landing check and radio call. 22. Demonstrate the effects of spoilers.

A-CR-CCP-242/PT-005 AIR LESSON 4 – AIR TOW. c. The following references apply for this lesson: a. Therefore. c. STRAIGHT GLIDE AND MEDIUM TURNS (AL4 – 2 000 FEET) AIM 1. constant airspeed". b. ACGP Manual of Glider Flying Training. e. OBJECTIVE 2. Section 3. medium turns and air tow. Schweizer 2-33 Glider AOI. 3-3-11 . d. b. early introduction allows for the greatest amount of practice. Note that straight glide is defined as "wings level. Air tow Release Straight glide Medium turns Emergency (verbal) Upgrade a. MOTIVATION Ground Handling 3. 4. Section 1. At the conclusion of this trip. b. Air tow is difficult to master. the student must demonstrate the following PLs: Demo a. The aim of this mission is to teach straight glide. Skill in maintaining directional control of the glider and executing medium turns will provide the student with confidence and the ability to advance to more complex tasks such as the air tow and the circuit. and Chapter 2. Chapter 6. Take-off Flight Management Circuit and Landing N/A N/A N/A Level 1 1 1 1 1 Level 3 Level New Work a. REFERENCES 5.

and Common errors: (1) (2) (3) 7. Ensure your student understands the extreme danger of tow aircraft upset. c. concise and used as an introduction. Air Tow. The following are applicable to air tow: a. Emergency procedures. BRIEFING OUTLINE 6. The following are applicable to release: a. 5. 6. pre-release and prelanding checks. nose too high on initial roll. Tow positions and transitions. 3-3-12 . 9. 8. When demonstrating and practising straight glide. and climbing too slowly. Attitude and direction. b. The briefing in this lesson is intended to be short. d. and Visual tow signals. drift. b. Release procedures and profile. Stress look-out and attitude flying in turns. c. However. Slack rope procedures. Release. During air tow training. Insist on proper R/T. taking control and returning it to the student will occur many times over the first 10 to 15 flights. Technique. Have the student roll out on specific external references. 8. Position. a prepared student who is allowed to fly air tow as much as possible. Take-off. The following are applicable: a. 2. Demonstrate flight management in order to complete exercises at or close to the IP. Continue to stress look-out and orientation to the airfield. will increase in confidence and skill. quickly and safely. fly directly upwind and downwind so that drift is not present. The detailed briefing on the circuit is given in AL5. Do not allow the student to fly outside of safe air tow limits. Although the student will probably be slow. d. e. supervise closely and correct when necessary. Turns. allow the student to do the pre-take-off.A-CR-CCP-242/PT-005 TIPS TO INSTRUCTORS 1. Insist on accurate heading control during student practice by ensuring that the student keeps the wings level in straight glide. 4. 3. 7.

b. and recovery to straight glide. The following are applicable to changing airspeed: a. d. steep). Look-out. Aerodynamic principles. 11. Changing Airspeed. medium. Effect on trim. slip and skid. not releasing enough back pressure during roll-out. Coordinated flight at 50 mph: (1) (2) (3) b. external references. and focusing on ASI vice horizon. f. 10. 3-3-13 . Uncoordinated flight: bank and yaw. ASI lag. wings not level. entry. Straight Glide. b. and Common errors: (1) (2) (3) poor look-out. c. Types (gentle. and Common errors: (1) (2) (3) poor look-out. and relying too much on airspeed indicator. function of controls in turn. c. Attitude change. Turning. and trim. maintaining the turn. instrument references. and chasing ASI vice using good outside reference. including yaw string. and Common errors: (1) (2) not adjusting trim for new airspeed. The following are applicable to straight glide: a. Use of controls: (1) (2) (3) (4) d. External references. e. c. The following are applicable to turning: a.A-CR-CCP-242/PT-005 9.

the tow plane descends rapidly and then rocks its wings vigorously. The student gives the launch signals. base turn. The instructor demonstrates the take-off with the student following through. 15. What is the purpose of the circuit? How is the speed for final approach calculated? and What is the ideal position for high air tow? AIR LESSON 19. Tailor link to the individual student. The purpose. You must upgrade ground handling. c. 18. d. base leg. final turn. Be creative to encourage each student’s understanding. Link straight glide to the wings level glide attitude. Ask the following confirmatory questions to the student: a. include the following: a. Emergency Scenario. final approach. Flight Management. 14. SUMMARY 17. While on air tow at approximately 800 feet AGL. downwind. and The components: (1) (2) (3) (4) (5) (6) (7) IP. b. and landing. Link the control inputs used for air tow to the primary effects of controls with emphasis on the need for reduced inputs because of speed. 20. Introduce the basic concepts of flight management. 13. Final Approach Speed Calculation.A-CR-CCP-242/PT-005 12. Encourage your student's questions. b. At a minimum. 3-3-14 . The following are applicable to the circuit: a. Circuit. The student does pre-take-off check and hook-up signals. What are your actions? LINK 16. Briefly describe the procedures used in a turn. c. b. Link medium turns to the banked attitude.

Demonstrate and allow student to practice straight glide and airspeed changes. 3-3-15 . Demonstrate all components of the circuit. Demonstrate the proper use of altitude and area when returning to the circuit IP. 25. Demonstrate and let the student try medium turns. Sections 3 and 4. ACGP Manual of Glider Flying Training. 22. Student releases. 27. Student completes the pre-landing check while the instructor flies the glider. Reading Assignment.A-CR-CCP-242/PT-005 21. 26. 29. 23. Review the presentation and air exercise in detail. 24. Chapter 6. POST-FLIGHT REVIEW 28. The student flies the air tow under close supervision.

Sections 3 and 4. The student has seen the take-off and circuit several times already and this mission will formally introduce the take-off. b. FLIGHT MANAGEMENT. Approach and Landing Level 1 1 1 1 1 1 1 1 New Work a. The early introduction and repetitive exposure to the take-off and the circuit will assist the student in quickly developing proficiency in circuit flying. flight management and circuit. 3-3-16 . At the conclusion of this lesson. Take-off Flight Management Circuit Work: (1) (2) (3) (3) d. as well as demonstrate the secondary effects of controls. the student must demonstrate the following PLs: Demo Work a. c. ACGP Manual of Glider Flying Training. Chapter 6. SECONDARY EFFECTS OF CONTROLS AND CIRCUIT PROCEDURES (AL5 – 2 000 FEET) AIM 1. OBJECTIVE 2. An understanding of the further effects of controls enables the student to better coordinate the aircraft in level flight and turns. 5.A-CR-CCP-242/PT-005 AIR LESSON 5 – TAKE-OFF. REFERENCE 6. 4. Flight management is an essential skill to ensure a safe recovery of the glider. MOTIVATION Downwind Base Turn Base Leg Final Turn Circuit Modification 3.

The following are applicable to take-off: a. 8. Effects of winds aloft. Emergency procedures. Emphasize the importance of flying an accurate ground track in the circuit by using the runway as the primary reference. Stress attitude flying. f. When established on final approach. a. Flight Management. Proper manoeuvring to stay within area boundaries and ensure safe recovery of the glider. Launch signals. Common errors: (1) (2) (3) nose too high on initial roll. b. 5. g. wind). now is the time for amplification and reiteration. Lift-off. Environmental considerations (eg. 7. The student must be taught to recognize the proper sight picture during the final turn. Attitude and direction during ground-roll. Take-off. You should expect a great deal of student participation in this briefing. c. 9. and Traffic awareness. and climbing too slow. Although you briefed the student on the circuit in the previous lesson. 9. 3. b. A thorough explanation of the day's winds and their effect is required prior to flight time. Stress look-out in the pattern and make sure the student informs you of any traffic. Stress the importance of keeping low on the tow plane. Give a clear explanation of the use of the yaw string during the further effects portion. Crosswind technique. Managing altitude in relation to IP. 4. Secondary effect of the ailerons and the rudder. h. Secondary Effects of Controls. 8. point out visual cues to assist the student from getting high/low on final. BRIEFING OUTLINE 7. d. Control and position before and after tow plane lift-off.A-CR-CCP-242/PT-005 TIPS TO INSTRUCTORS 1. 2. look-out and orientation to the airfield. Emphasize need for larger control inputs during initial ground roll. A discussion of other wind conditions can be done during this briefing. 3-3-17 . c. e. drift. 6.

citing specific examples. d. 11. Wind considerations. Demonstrate secondary effects of controls. c. At a minimum. include the following: a. b. e. 17. Across from the touchdown point. 15. The ideal (nil wind) circuit. b. The following are applicable to the circuit: a. Link secondary effects to slipping. performs release and release profile. and Airspeed adjustments for wind conditions. Ask the following confirmatory questions to the student: a. c. Tailor link to the individual student. and Link flight management to previous flights. LINK Emergency Scenario. What are the minimum circuit altitudes? What is the secondary effect of roll? Of yaw? and What type of turn is normally used in the circuit? Link take-off to air tow. Link the circuit to turns and straight glide. Circuit Modification. Link secondary effects to take-off (use of rudder to help keep wings level at low speed). SUMMARY 14. c. d. 3-3-18 . b. 18. e. What are your actions? 13.A-CR-CCP-242/PT-005 10. AIR LESSON OUTLINE 16. Crabbing technique. Assist only if required. The student gives the launch signals and does the take-off. you are at 650 feet AGL. Circuit modification options for minor corrections (track changes and judicious spoiler use) 12. hook-up and launch signals. Encourage your student's questions. The following are applicable : a. under close supervision. 19. 20. The purpose. Circuit. Let student practice medium turns. Student completes the pre-take-off check. The student flies the air tow. Be creative to encourage each student’s understanding.

A-CR-CCP-242/PT-005 21. POST-FLIGHT REVIEW 22. ACGP Manual of Glider Flying Training. Student joins and flies circuit with assistance. Start having students to analyze their own performance. demonstrates the approach and landing. Section 4. Student completes pre-landing check. also demonstrating over/undershoot approach references. Reading Assignment. Chapter 6. Instructor 3-3-19 . Review the air exercise in detail and encourage your student's questions. 23.

Chapter 6. ACGP Manual of Glider Flying Training.A-CR-CCP-242/PT-005 AIR LESSON 6 – GENTLE TURNS. MOTIVATION 3. The following references apply for this lesson: a. A good landing starts with a good final approach. b. and the approach and landing phase of the circuit. Section 1. the student must demonstrate the following PLs: New Work a. OBJECTIVE 2. and Chapter 2. Gentle Turn Circuit Work: (1) (2) Upgrade a. 3-3-20 . The gentle turn is a basic manoeuvre used to change direction. Straight Glide Medium Turn Final Approach Landing 1 1 Level 2 2 Level 2 REFERENCES 5. b. FINAL APPROACH AND LANDING (AL6 – 2 000 FEET) AIM 1. b. Schweizer 2-33 Glider AOI. At the conclusion of this lesson. 4. Section 4. The aim of this lesson is to introduce another type of turn.

c. 7. 5. Since poor landings are often the result of a poor final approach. and Use of rudder. The point at which descent is checked during the landing is sometimes difficult for students to judge. How to complete the touchdown (hold-off). b. When to round-out. 3. The following are applicable to the final turn: a. The student must be taught to look ahead and slightly to the sides of the aircraft. The whole area of the ground seems to expand. Visual references. f. d. and Becoming conscious of sudden movement of the ground. Look-out. c. 3-3-21 . and not to fixate on any one feature. 8. Student difficulties may include: a. d. b. Gentle Turns. d. How to judge whether the glider is overshooting or undershooting. How to judge when to initiate the turn to final. Suggestions include: a.A-CR-CCP-242/PT-005 TIPS TO INSTRUCTORS 1. The touchdown point seems to approach rapidly. Ensure that the student understands the necessity to fly the glider to a full stop. c. Review as necessary. Final Turn. 2. Position of final turn. 4. The following are applicable to gentle turns: a. The ground seems to be coming up rapidly. BRIEFING OUTLINE 6. you must ensure that the student maintains the calculated final approach speed and compensates for any crosswind. Angle of bank. e. The instructor should not be discouraged if there is little improvement during the first few circuit lessons. Stay close to the controls during landings in case you must take immediate control to avoid a hazardous situation from developing. How to judge when to initiate the turn to base leg. b. and How to keep straight during the ground roll. Review. 6.

f. Emergency Scenario. Student completes ground handling. e. Ground roll. Use of spoilers. Round-out. Where to look-out. Maintaining centreline. Aiming point. The following are applicable to the final approach: a. Final Approach. Demonstrate and let the student practice gentle turns. 15. Hold-off. b. Touchdown. Ask the following confirmatory questions to the student: a. d. Wind considerations. Final approach speed. 9. 16. b. e. and Dangers of cross-controlling (skidding turn). air tow and release. c. The following are applicable to the landing: a. Encourage your student's questions. 11. Student performs take-off. What are your actions? SUMMARY 12. While on base leg you notice a significant descent rate. 3-3-22 . b. 10. Angle of bank. and Crosswind techniques.A-CR-CCP-242/PT-005 b. c. c. and landing in crabbed configuration. 13. Landing. c. d. Maintaining centreline. e. and Common errors: (1) (2) (3) misjudging round-out (ballooning and bouncing). d. not maintaining final approach speed to round-out. What are your actions in the event of ballooning on landing? What is the normal angle of bank for a gentle turn? How is directional control maintained on the roll-out? and What is the probable cause of a pilot rounding out too high/too low during a landing? AIR LESSON OUTLINE 14. d.

POST-FLIGHT REVIEW 20. Debrief the manoeuvres flown and encourage students to analyze their errors. b. 3-3-23 . Chapter 6. understand the proper techniques and procedures. At a minimum. Tailor link to the individual student. Student joins and flies the circuit. LINK 19. You must upgrade straight glide and medium turns. and Link approach and landing to attitudes and movements. Make sure students Reading Assignment. Be creative to encourage each student’s understanding. 18. ACGP Manual of Glider Flying Training. 21. approach and landing. Link gentle turns to medium turns. Sections 4 and 5. include the following: a.A-CR-CCP-242/PT-005 17. Let the student practice straight glide and medium turns.

the student must show instant recognition and carry out prompt recovery to minimize altitude loss. In the event of a stall close to the ground. 3. However. TIPS TO INSTRUCTORS 1. To show the 2-33 stall symptoms and the proper stall recovery procedure. At the conclusion of this flight. Emphasize clearing turns with good look-out above.A-CR-CCP-242/PT-005 AIR LESSON 7 – BASIC STALLS (AL7 – 2 500 FEET) AIM 1. the student must demonstrate the following PLs: New Work a. Explain that the recovery is the same as for a fully developed stall. ACGP Manual of Glider Flying Training. b. except that the glider usually recovers as soon as you move the control column forward. REFERENCES 4. Chapter 6. make your first demo a gentle stall. The following references apply for this lesson: a. and Chapter 2. 3-3-24 . Sections 4 and 5. Schweizer 2-33 Glider AOI. Section 1. Recognition and prevention of a stall is the key to the exercise. around. 2. OBJECTIVE 2. and especially below the glider before practising stalls. unless you specifically direct otherwise. Stall Level 2 Level Upgrade a. Make sure that you explain that there is nothing dangerous about practising stalls. Impress upon your student that recovery from a stall must be initiated as soon as there is any symptom of an approaching stall. MOTIVATION Nil 3. Fully developed stalls are practised to familiarize your student with all of the symptoms of the stall and to allow practice in recovering from them. to judge your student's reaction. The majority of students will have some apprehension towards this exercise.

Symptoms of approaching stall. d. Emergency Scenario. Basic Stall. 3-3-25 . releasing back pressure too late. Theory. Review as necessary. gentle – entry from a near nose level attitude. Review. Recovery. b. The following are applicable to the basic stall: a. 8. i. 6. use of ailerons instead of rudder for wing drop. g. Entry. While on the initial take-off roll you feel a sudden loss of acceleration and the tow plane starts to move to the left. Encourage your student's questions. j. Negative ‘g’ sensations. Characteristics of the stall. and Decreased manoeuvrability. Common errors: (1) (2) (3) (4) releasing too much back pressure. c. f. 7. Minimum recovery altitude. Variations of the basic stall: (1) (2) (3) k. e. and poor look-out. Look-out. The following are safety factors: a. Safety Factors. Effects of spoilers. b.A-CR-CCP-242/PT-005 BRIEFING OUTLINE 5. What are your immediate actions? SUMMARY 9. medium . Pre-stall spin check (ASCOT). h.entry from a nose up attitude to a maximum of 30°. and turning.

Student does take-off. POST-FLIGHT REVIEW 18. Ask the following confirmatory questions to the student: a. include the following: a. Describe the symptoms of an approaching stall. Student performs ASCOT check and clearing turns. Ensure the students understand the proper techniques/procedures. LINK 17. Chapter 6. Debrief all the manoeuvres flown in detail and encourage students to analyze their own performance. Student does the pre-take-off check and launch signals. b. Be creative to encourage each student’s understanding. Reading Assignment.A-CR-CCP-242/PT-005 10. 3-3-26 . 15. 19. Section 5. Let student practice medium and gentle turns. Assist where required. 12. 13. Link stalls to attitudes and movements. b. Tailor link to the individual student. At a minimum. Let student join and fly the circuit. and Link stalls to secondary effects. Demonstrate and let student practice medium and gentle stalls. 14. ACGP Manual of Glider Flying Training. and What are the steps in a stall recovery? AIR LESSON OUTLINE 11. 16.

Air Tow Positions. c. the student must demonstrate the following PL: New Work a. It is recommended. ACGP Manual of Glider Flying Training. 7. You should review the effects of wind (especially crosswind) in the circuit. 3-3-27 . at this stage. Additionally. Ensure that your student understands the difference between slipstream turbulence and rough air. Low tow position. 2. Sections 4 and 5. Tow Positions Level N/A 3. and recover safely should a stall occur. the final approach and landing. The aim of this lesson is to introduce air tow positions and practice gentle and medium stalls. d. b. Additionally. Chapter 6. High tow position. make sure that you discuss the day's winds and how it will affect the flight. At the conclusion of this lesson. that the student verbalizes look-out in order for you to know where the student is looking for traffic. and Transiting methods. High left tow position (for signalling release failure). practicing stalls demonstrates the lower end of the airspeed envelope of the glider. The following are applicable to air tow positions: a. Review All Weak Area Sequences. OBJECTIVE 2.A-CR-CCP-242/PT-005 AIR LESSON 8 – AIR TOW POSITIONS AND STALLS (AL8 – 2 500 FEET) AIM 1. 4. MOTIVATION 3. TIPS TO INSTRUCTORS 1. Practicing stalls allows students to better recognize stall symptoms to avoid a stall. Flying the air tow positions introduces the student to the harmless effects of slipstream turbulence and demonstrates the envelope in which the glider must be flown while on air tow. REFERENCES 5. BRIEFING OUTLINE 6.

Be creative to encourage each student’s understanding. Demonstrate and let student practice stalls with open spoiler entry. Review Stalls. Let student join and fly the circuit. 16. c. Emphasize closing of spoilers if open. and Briefly describe one method of transiting to the low air tow position. Describe your landing technique in a crosswind. Link air tow positions to previous air tow experiences. Explain the proper corrections in detail. You are abeam the landing area in the circuit at 1.A-CR-CCP-242/PT-005 8. LINK 17. POST-FLIGHT REVIEW 18. Briefly describe your actions in the circuit to counteract a 90 degree crosswind. 3-3-28 . Chapter 6. and Link air tow transiting methods with the secondary effects of controls. Tailor link to the individual student. What are your actions? SUMMARY 10. Have the student discuss and analyze errors. 15. Student practices gentle stalls. b. AIR LESSON OUTLINE 12. At a minimum. noting the negative effects. Student practices medium and gentle turns. 11. Briefly describe the correct procedure for a take-off with a left crosswind. Section 5. ACGP Manual of Glider Flying Training. Reading Assignment. 19. Demonstrate air tow positions and transiting methods. Assist where required.100 feet AGL. The student performs the take-off and air tow. b. Emergency Scenario. Ask the following confirmatory questions to the student: a. 13. 14. 9. Encourage your student's questions. include the following: a.

Review the following: a. The following references apply for this lesson: a. especially during the final approach and the landing phases. The student must be knowledgeable of the stalling speed increase in a turn as the bank is increased. Steep turns are a means of turning quickly in a small radius and may be needed in emergency situations to avoid other aircraft. 4. The student should be able to manage airspace and set-up for the IP with minimal assistance. Chapter 6. the student must demonstrate the following PLs: Demo Work a. 3-3-29 . Also during soaring missions. The aim of this mission is to introduce the steep turn and to demonstrate stalls in turns. and Chapter 2. Direct the student's attention to the ASI when you feel the buffet. OBJECTIVE 2. 3. Section 5. MOTIVATION Straight Glide 3. Review. At the conclusion of this lesson. TIPS TO INSTRUCTORS 1. 2. 4. and Continue to stress wind effect in the circuit. b. Your student should note the increase in stall speed. the steep turn is used to spiral within thermals. REFERENCES 5.A-CR-CCP-242/PT-005 AIR LESSON 9 – STEEP TURNS AND STALLS IN TURNS (AL9 – 2 500 FEET) AIM 1. Concentrate on any weak sequences. Turning Stall Level N/A Level 2 Level 3 New Work b. Steep Turn Upgrade c. ACGP Manual of Glider Flying Training. BRIEFING OUTLINE 6. Section 1. Schweizer 2-33 Glider AOI. Emphasize the need for increased back pressure in the steep turn. Note that at the point of stall in a steep turn the nose will not drop but the buffet should be obvious. b.

Assist where required. Describe the effect of G-loading on stall speed. Demonstrate and let the student practice steep turns. Emergency procedures for the following shall be examined: a. 9. Emergency Scenario. External references. and Describe the procedure for non-release of the glider. While on air tow at approximately 400 feet AGL on a rough day. b. At a minimum. Demonstrate the increased stalling speed in the steep turn. Review Stalling and Increased Stall Speeds in Turns. Be creative to encourage each student’s understanding. What are your actions? SUMMARY 11. include the following: a. . and not releasing enough back pressure on roll-out. a large loop develops in the rope. Glider release failure. e. Emergency Procedures. nose too high/low. Let student join and fly the circuit. 18. 8. b. Use of controls. 15. 10. Link steep turns to medium turns.A-CR-CCP-242/PT-005 7. LINK 19. Methods to counteracting a crosswind on approach and landing. Airspeed. d. b. and Link stalls in turns to stalls. Student practices straight glide. 14. and Common errors: (1) (2) (3) (4) poor look-out. 12. too much bank. Steep Turns. c. The student does the take-off. Tailor link to the individual student. c. Ask the following confirmatory questions to the student: a. 3-3-30 The student does ground handling. and Glider and tow plane release failure. 17. AIR LESSON OUTLINE 13. b. Look-out. You must upgrade straight glide. air tow and release. The following are applicable to steep turns: a. 16. Encourage your student's questions.

recognized. ACGP Manual of Glider Flying Training. 21.A-CR-CCP-242/PT-005 POST-FLIGHT REVIEW 20. 3-3-31 . Chapter 6. Section 6. Have the students analyze their mistakes. Critique any errors that may have been missed or not Reading Assignment.

the student must demonstrate the following PLs: New Work a. 2. The side-slip is an effective manoeuvre to counteract drift caused by crosswind on final approach. The following references apply for this lesson: a. 4. OBJECTIVE 2. ACGP Manual of Glider Flying Training. 4. REFERENCES 5. Ensure your student understands the difference between a forward slip and a side-slip. The forward slip is an effective manoeuvre to increase the rate of descent of the glider without increasing the forward speed. Slipping Level 2 Level 2 Upgrade a. 3-3-32 . Except during an emergency. Section 6. At the conclusion of this lesson plan. The aim of this lesson is to learn the technique of slipping to increase rate of descent or counteract a crosswind and to confirm the student's basic knowledge of the circuit. Section 1. When practising slipping. 3. and the specific use for each. and Chapter 2. line the glider up with a section line so the student can practice tracking in a straight line. b. b. Airmanship Circuit Work (1) (2) (3) (4) MOTIVATION Downwind Base Turn Base Leg Final 2 2 2 2 3. TIPS TO INSTRUCTORS 1. Schweizer 2-33 Glider AOI.A-CR-CCP-242/PT-005 AIR LESSON 10 – SLIPPING (AL10 – 2 500 FEET) AIM 1. Remember the student must upgrade circuit work. forward slipping shall not be continued below 150 feet AGL. Chapter 6. Do not continue the slipping exercise to the detriment of setting up for a good circuit entry.

and uncoordinated recovery. You must upgrade Circuit Work. 10. At a minimum. b. etc. situational awareness. b.A-CR-CCP-242/PT-005 BRIEFING OUTLINE 6. Tailor link to the individual student. include the following: a. b. Airspeeds and altitudes. too much bank. Airmanship. poor airspeed control. c. What are your actions? SUMMARY 9. Common sense. Adherence to SOPs. 15. Slipping. The following are applicable to slipping: a. The student does take-off. 12. While on base leg. c. Let student join and fly the circuit. Ask the following confirmatory questions to the student: a. look-out. d. Demonstrate and let the student practice both types of slipping. not enough bank on entry. Difference in entry for the two types. National/regional/local orders. Review definition and scope in terms of: a. 8. 14. Emergency Scenario. Describe two slipping methods and their primary uses. and Common errors: (1) (2) (3) (4) 7. You must upgrade Airmanship . Link slipping to secondary effects. 13. air picture. planning. air tow and release. What is the ideal airspeed for a forward slip? and What is the minimum altitude for a forward slip? AIR LESSON OUTLINE 11. you are unable to open the spoilers. 3-3-33 The student does all the ground handling. Assist where required. Be creative to encourage each student’s understanding. c. wind assessment. Encourage your student's questions. Forward slipping and side-slipping. LINK 16.

Make sure your student clearly understands the proper techniques/procedures. 3-3-34 . 18.A-CR-CCP-242/PT-005 POST-FLIGHT REVIEW 17. ACGP Manual of Glider Flying Training. Section 6. Debrief all the manoeuvres encouraging your students to analyze their own errors. Chapter 6. Reading Assignment.

turn. Emergency Scenario. Sections 3 and 6. and Chapter 2. ACGP Manual of Glider Flying Training. Entry. b. MOTIVATION 3. Schweizer 2-33 Glider AOI.A-CR-CCP-242/PT-005 AIR LESSON 11 – SLIPPING TURNS (AL11 – 2 000 FEET) AIM 1. The following are applicable to slipping: a. and Recovery. Minimum altitude. Ask the following confirmatory question to the student: Describe a situation where you would use a slipping AIR LESSON OUTLINE 9. Section 1. approach and landing. Higher angle of bank. Slipping Turns Level 2 BRIEFING OUTLINE 5. Minimum airspeed. 11. The following references apply for this lesson: a. What are your actions? SUMMARY 7. Demonstrate and let student practice slipping turns. 6. You misjudge your circuit and turn final at 1 000 feet AGL with a 5 knot headwind. The purpose of this air lesson is to introduce slipping turns. More altitude can be lost in a slipping turn than in a forward slip. Encourage your student's questions. Slipping turns are a useful method to lose altitude while turning. 3-3-35 . 8. Student completes take-off and air tow. The student completes the circuit. b. e. Chapter 6. d. At the conclusion of this lesson the student must demonstrate the following PLs: New Work a. 10. OBJECTIVE 2. c. REFERENCES 4. Slipping Turns.

ACGP Manual of Glider Flying Training. POST-FLIGHT REVIEW 13. Have the students analyze their own mistakes with your assistance. b. Be creative to encourage each student’s understanding. Chapter 6. 14. Tailor link to the individual student.A-CR-CCP-242/PT-005 LINK 12. At a minimum. include the following: a. 3-3-36 . Section 6. Reading Assignment. Link slipping turns to forward slips. and Link slipping turns to medium turns. Critique any errors that may have been missed or not recognized.

Ensure your student has a thorough understanding of the problems drift illusions can cause. it is essential that the symptoms leading to a spin are recognized and that prompt action is taken to avoid entering it. 3. Chapter 6. Illusions created by drift can cause the pilot to apply improper control inputs that can be critical when operating close to the ground. 3-3-37 . 5. Try to alleviate this by explaining and then demonstrating how easy it is to recover at any stage of a spin. By the end of this lesson the student must demonstrate the following PLs: New Work a. Section 1. When teaching spin recovery. If a spin has been entered. ACGP Manual of Glider Flying Training. To demonstrate the illusions created by drift. To introduce the incipient spin recovery. TIPS TO INSTRUCTORS 1.A-CR-CCP-242/PT-005 AIR LESSON 12 – INCIPIENT SPINS AND DRIFT ILLUSIONS (AL12 – 3 000 FEET) AIM 1. MOTIVATION Pre-Flight 4. Most students approach spins with some apprehension. Discuss the straight ahead and the skidding turn entries to a spin. 2. OBJECTIVE 3. Schweizer 2-33 Glider AOI. 4. and Chapter 2. b. In all aircraft. 6. The following references apply for this lesson: a. it is important that the pilot recognize the spin and initiate prompt recovery action. Explain the dangers of the skidding turn on to final. 2. 5. REFERENCES 7. Sections 4 and 6. Illusions created by drift can be demonstrated during any subsequent mission as conditions dictate. Incipient Spin Recovery Level 2 Level 2 Upgrade b. emphasize proper control inputs. Discuss the minimum recovery altitude laid down by TC.

Emergency Scenario. 11. ASCOT check. Incipient Spins. The following are applicable to the incipient spin: a. b. 10. c. You must upgrade pre-flight actions. downwind. b. b. Daily inspections. Turning out of wind. Illusions Created by Drift. and Common errors: (1) (2) moving stick too far forward on recovery. AIR LESSON OUTLINE 14. Recovery from incipient stage. b. and Recovery from full spin. Ask the following confirmatory questions to the student: a. Discuss the illusions created by drift in the following situations: a. Journey logs. d. and Flying upwind vs. 13. Recovery criteria. c. Encourage the student's questions. When should a spin recovery be initiated? What is the minimum recovery altitude for an incipient spin? and Briefly describe the spin recovery procedure. Symptoms. Entry. Weather and ops briefs. 9.A-CR-CCP-242/PT-005 BRIEFING OUTLINE 8. Turning in to wind. Aerodynamic requirements. and Airfield setup. d. and not centralizing the rudder. Verbally confirm student’s knowledge of pre-flight actions including: a. c. What are your actions? SUMMARY 12. The following are applicable: a. c. Spins. You have not been able to lose altitude in the circuit due to strong lift. d. c. b. Upon turning on to final you are still at 1000 feet AGL. 3-3-38 .

The student performs takeoff. ACGP Manual of Glider Flying Training. Tailor link to the individual student. b. 16. The instructor points out any illusions created by drift on turn to final. LINK 21. Be creative to encourage each student’s understanding. 19. This can be done on any subsequent lesson as conditions dictate. Reading Assignment. The student performs the ASCOT check and clearing turns. Debrief the manoeuvres flown and encourage the students to analyze their errors. Link spins to stalls. air tow and release. The student flies the final approach and lands. 17.A-CR-CCP-242/PT-005 15. POST-FLIGHT REVIEW 22. Make sure the student understands the proper techniques and procedures. Chapter 6. At a minimum. and Link illusions created by drift to co-ordination. 18. 3-3-39 . Section 6. include the following: a. 23. The student joins and flies the circuit. The instructor demonstrates and the student practices incipient spin recovery. 20.

Incipient vs. the student must demonstrate the following PLs: New Work a.A-CR-CCP-242/PT-005 AIR LESSON 13 – SPINS AND SPIRALS (AL13 – 3 000 FEET) AIM 1. REFERENCES 5. 2. This technique will allow more time and revolutions before recovery is initiated without gaining excessive airspeed or losing excessive altitude. improve the air tow and to demonstrate a fully developed spin and the proper recovery. d. Start the steep turn for a spiral dive entry from a low airspeed. Full Spin Spiral dive recovery Level Demo 2 Level 2 2 2 3 Upgrade a. ASCOT check. d. Entry. b. BRIEFING OUTLINE 6. To introduce spiral dive recovery. By the end of the lesson. The following are applicable to spins: a. Compare the symptoms of the spiral dive to those of the spin and ensure that the student can recognize the difference between them. A pilot must know the difference between a spin and a spiral in order to apply the correct recovery technique immediately and accurately. Section 6. MOTIVATION Take-Off Air Tow Release Gentle Turn 4. Chapter 6. b. The purpose of this air lesson is to further develop techniques necessary for safe take-off. ACGP Manual of Glider Flying Training. b. TIPS TO INSTRUCTORS 1. c. 3-3-40 . 2. c. Spins. full spin recovery. and Recovery criteria. When discussing the spiral dive. OBJECTIVE 3. stress the need to unload "G" prior to commencing the roll-out in order to avoid overstressing the aircraft.

POST-FLIGHT REVIEW 18. ACGP Manual of Glider Flying Training. c. Encourage your student's questions. Tailor link to the individual student. Section 1. Emergency Scenario. b. The following are applicable: a. and What is the minimum recovery altitude for a full spin? AIR LESSON OUTLINE 11. and Link spiral dives to steep turns. Be creative to encourage each student’s understanding. 13. What are your actions? SUMMARY 9. Spiral Dive. b. b. At a minimum. LINK 17. air tow and release. The instructor demonstrates a full spin. Briefly describe the differences between a spin and a spiral dive. The student does the take-off. Recovery. and Common errors: (1) (2) not unloading "G" before rolling wings level. 14. Schweizer 2-33 Glider AOI. Link full spins to incipient spins. Sections 3. air tow and release. Differences from spin. The following are applicable to a spiral dive: a. Reading Assignment. The student flies the circuit and lands. The instructor demonstrates and the student practices spiral dive recovery. The student practices gentle turns and any other sequences that altitude permits. You attempt to release from the tow plane but the rope does not fall away. Debrief all the manoeuvres encouraging your students to analyze their own errors. You must upgrade gentle turns. 19. 15. You must upgrade take-off. Ask the following confirmatory questions to the student: a. The student does the ASCOT check. and allowing too much speed to develop before recovery. b. 12. include the following: a. 8. 10. 16. Chapter 6. 4 and 5. and Chapter 2. Make sure your students clearly understand the proper techniques/procedures.A-CR-CCP-242/PT-005 7. 3-3-41 .

Emergency Scenario. You must upgrade flight management. MOTIVATION 3. 6. Review any weak sequences from the last trip. emphasizing flight management. 3-3-42 . Flight Management Level 2 REFERENCES 4. the tow plane waggles its wings vigorously. The student does the take-off. The following references apply for this lesson: a. What is the reason for an increased airspeed in a steep turn? and In no-wind conditions. b. 12. Section 1. Schweizer 2-33 Glider AOI. Chapter 6. ACGP Manual of Glider Flying Training. 11. Review. While on air tow at 900 feet AGL. Encourage your student's questions. OBJECTIVE 2.A-CR-CCP-242/PT-005 AIR LESSON 14 – FLIGHT MANAGEMENT (AL14 – 1 500 FEET) AIM 1. Proper flight management is essential for a safe return to circuit. Discuss the importance for situational awareness in the practice area due to limited altitude. BRIEFING OUTLINE 5. 9. and Chapter 2. air tow and release. 7. b. What are your immediate and subsequent actions? SUMMARY 8. 13. The aim of this lesson is to improve flight management and proficiency on previously taught material. how far could you glide from 400 feet AGL? AIR LESSON OUTLINE 10. The student flies the circuit and lands. Discussion. Ask the following confirmatory questions to the student: a. By the end of the lesson. Let student practice air work as required and set up for the circuit. Sections 1 to 6. the student must demonstrate the following PLs: Upgrade a. The student does all ground handling.

Sections 1 to 6. Schweizer 2-33 Glider AOI. citing examples. 16. Chapter 6. Link flight management to previous flights. 3-3-43 . The following are applicable: a. At a minimum. Be creative to encourage each student’s understanding. include the following: a. Tailor link to the individual student. Section 1. ACGP Manual of Glider Flying Training. POST-FLIGHT REVIEW 15. Reading Assignment.A-CR-CCP-242/PT-005 LINK 14. and Chapter 2. Debrief all the manoeuvres encouraging your students to analyze their own errors. b.

6. While on air tow at 450 feet AGL. and Use of spoilers/slipping. If you must use the spoilers and/or forward slipping. OBJECTIVE 2. developing circuit judgement and thereby allowing for correct excess altitude adjustment. Chapter 6. b. Encourage your student's questions. the student must demonstrate the following PLs: Upgrade a. The following are applicable to circuit modification (high): a. ACGP Manual of Glider Flying Training. BRIEFING OUTLINE 5. Approach Landing Circuit Modification Level 2 2 2 MOTIVATION 3. Base modifications. stress to the student that once altitude is lost it cannot be regained. Poor judgement will lead to a dramatic requirement for circuit modification. REFERENCES 4. Circuit Modification (High). your canopy opens. c. Therefore. Circuit modification practice helps the student become proficient in flight management. Enter the circuit 150 to 200 feet high. This gives the student needed practice in circuit modification. Use circuit modification techniques vice spoilers and forward slipping. 2. Emergency Scenario. c. b. judicious use of spoilers and slips is critical. Sections 4 and 6. 3-3-44 .A-CR-CCP-242/PT-005 AIR LESSON 15 – CIRCUIT MODIFICATION (HIGH) (AL15 – 1 500 FEET) AIM 1. What are your actions? SUMMARY 7. At the conclusion of this Air Lesson. To respond to high circuit entry by employing circuit modification techniques. Downwind modifications. TIPS TO INSTRUCTORS 1.

A-CR-CCP-242/PT-005

8.

Ask the following confirmatory questions to the student: a. b. Briefly describe the use of slipping in the circuit; and Describe your actions when you are 200 feet high abeam the touchdown point.

AIR LESSON OUTLINE 9. 10. 11. The student does all ground handling. The student does the take-off, air tow and release. Let the student practice upper air sequences.

12. The student joins the circuit 150 to 200 feet high and the instructor assists the student in modifying the circuit. You must upgrade circuit modification. 13. The student completes the final approach and landing. You must upgrade the approach and landing phases of the circuit. LINK 14. Tailor link to the individual student. Be creative to encourage each student’s understanding. At a minimum, include the following: a. Link to previous circuit flying

POST-FLIGHT REVIEW 15. Debrief the students on all manoeuvres flown and analyze their errors. performance can be improved. 16. Make suggestions on how

Reading Assignment. Chapter 6, ACGP Manual of Glider Flying Training, Sections 4 to 6.

3-3-45

A-CR-CCP-242/PT-005

AIR LESSON 16 – CIRCUIT MODIFICATION (HIGH) (AL16 – 2 500 FEET) AIM 1. 2. To respond to spoilers stuck closed by employing circuit modification techniques and slipping. To review upper air work.

OBJECTIVE 3. At the conclusion of this Air Lesson, the student must demonstrate the following PLs: Upgrade a. MOTIVATION 4. The student must learn to react properly to stuck spoilers using circuit modification techniques. Stalls Level 3

REFERENCES 5. Chapter 6, ACGP Manual of Glider Flying Training, Sections 4 and 6.

BRIEFING OUTLINE 6. Review. Review as required: a. b. c. d. e. 7. Upper air sequences including incipient spins, spirals, stalls and steep turns; Slipping; Circuit; Wind effect; and Emergencies.

Spoilers Stuck Closed. The following are applicable: a. b. c. Downwind modifications; Base modifications; and Use of slipping.

8. Emergency Scenario. While on air tow at 500 feet AGL, the tow plane rocks its wings. What are your actions? SUMMARY 9. 10. Encourage your student's questions. Ask the following confirmatory questions to the student: a. b. Briefly describe the use of slipping in the circuit; and Describe your actions when you are 200 feet high on base. 3-3-46

A-CR-CCP-242/PT-005 AIR LESSON OUTLINE 11. 12. 13. 14. 15. LINK 16. Tailor link to the individual student. Be creative to encourage each student’s understanding. At a minimum, include the following: a. Link to previous circuit flying. The student does all ground handling. The student does the take-off, air tow and release. Let the student practice upper air sequences. You must upgrade stalls. The student flies a circuit simulating spoilers stuck closed. The student completes the final approach and landing.

POST-FLIGHT REVIEW 17. Debrief the students on all manoeuvres flown and analyze their errors. performance can be improved. 18. Make suggestions on how

Reading Assignment. Chapter 6, ACGP Manual of Glider Flying Training, Sections 4 to 6.

3-3-47

A-CR-CCP-242/PT-005

AIR LESSON 17 – CIRCUIT MODIFICATION (LOW) (AL 17 – 1 500 FEET) AIM 1. To respond to low altitude circuit entry by employing circuit modification techniques.

OBJECTIVE 2. entry. The objective of this flight is to practice circuit modification techniques required to correct for a low circuit

MOTIVATION 3. Circuit modification practice helps the student become proficient in flight management, developing circuit judgement and thereby allowing the pilot to correct for lower than normal altitudes and excessive sink rates. REFERENCES 4. Chapter 6, ACGP Manual of Glider Flying Training, Sections 4 and 5.

BRIEFING OUTLINE 5. Circuit Modification (Low). The following are applicable to circuit modification (low): a. b. c. d. Downwind modifications; Base modifications; High sink scenario; and Safety Factors. Minimum altitudes must be observed throughout this air lesson.

6. Emergency Scenario. While on initial ground roll for take-off you notice a knot half-way along the towrope. What are your immediate actions? SUMMARY 7. 8. Encourage your student's questions. Ask the following confirmatory questions to the student: a. b. Describe your modified circuit if you find yourself low; and Describe your modified circuit if you find heavy sink on downwind.

AIR LESSON OUTLINE 9. 10. 11. 12. LINK 13. Tailor link to the individual student. Be creative to encourage each student’s understanding. At a minimum, include the following: a. Link to previous circuit flying. 3-3-48 The student does the ground handling, take-off, air tow and release. Let the student practice upper air work. The student joins the circuit 100 feet low. With the instructor's assistance, the student applies circuit modification techniques and lands.

A-CR-CCP-242/PT-005 POST-FLIGHT REVIEW 14. Debrief the students on all manoeuvres and have them analyze their own errors. Make suggestions on how performance can be improved. 15. Reading Assignment. The following are applicable: a. b. Chapter 6, ACGP Manual of Glider Flying Training, Section 3; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI.

3-3-49

A-CR-CCP-242/PT-005

AIR LESSON 18 – CIRCUIT MODIFICATION (LOW) (AL18 – 1500 FEET) AIM 1. 2. To respond to spoiler stuck open by employing circuit modification techniques. To review slipping.

OBJECTIVE 3. At the conclusion of this Air Lesson, the student must demonstrate the following PL: Upgrade a. MOTIVATION 4. The student must be prepared to correctly react to a spoiler stuck open failure. Medium Turns Level 3

REFERENCES 5. Chapter 6, ACGP Manual of Glider Flying Training, Sections 4 and 5.

BRIEFING OUTLINE 6. 7. Review. Review as required turns and slipping. Safety Factors. The following safety factors shall be observed: a. b. Minimum altitudes; and Return of spoiler control to student.

8. Emergency Scenario. When flying in the area, you realize that you will not make the airfield. What are your actions? SUMMARY 9. Encourage your student's questions.

10. Ask the following confirmatory question to the student: Describe your modified circuit if you find heavy sink on downwind. AIR LESSON OUTLINE 11. 12. 13. 14. 15. 16. The student does the ground handling, take-off and air tow. At the release altitude, the tow plane will rock its wings to initiate the release. Let the student practice medium turns. You must upgrade medium turns. The student joins the circuit. With the instructor's assistance, the student applies circuit modification techniques for spoilers stuck open. The student lands.

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A-CR-CCP-242/PT-005

LINK 17. Tailor link to the individual student. Be creative to encourage each student’s understanding. At a minimum, include the following: a. Link to previous circuit flying.

POST-FLIGHT REVIEW 18. Debrief the students on all manoeuvres and have them analyze their own errors. Make suggestions on how performance can be improved. 19. Reading Assignment. The following are applicable: a. b. Chapter 6, ACGP Manual of Glider Flying Training, Section 3; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI.

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A-CR-CCP-242/PT-005

AIR LESSON 19 – UPGRADE (AL19 – 2 500 FEET) AIM 1. The aim of this lesson is to practice flight manoeuvres as required and to continue developing circuit judgement. OBJECTIVE 2. At the conclusion of this flight, the student must demonstrate the following PL: Upgrade a. b. c. d. e. f. g. MOTIVATION 3. Practice of upper air work and the circuit are essential to obtain the desired proficiency for solo flight. This is the last flight for practicing upper air work prior to AL23. REFERENCES 4. The following references apply for this lesson: a. b. Chapter 6, ACGP Manual of Glider Flying Training, Sections 1 to 6; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI. Take-off Air tow Release Steep turn Downwind Base Turn Base Leg Level 3 3 3 3 3 3 3

TIPS TO INSTRUCTORS 1. Ensure that the spin and spiral dive exercises are practiced during this flight. Concentrate on any weak sequences. 2. Use this review flight to concentrate on flight management and circuit judgement.

BRIEFING OUTLINE 5. Review. Review upper air sequences, and any weak sequences from the last trip.

6. Emergency Scenario. While practicing in the area, you realize that you are too low to make it back to the aerodrome. What are your actions? SUMMARY 7. 8. Encourage your student’s questions. Ask the following confirmatory questions to the student: 3-3-52

A-CR-CCP-242/PT-005

a. b.

What is the stall speed, dual, of the 2-33? and How do the spin and spiral recoveries differ?

AIR LESSON OUTLINE 9. 10. 11. 12. LINK 13. Tailor link to the individual student. Be creative to encourage each student’s understanding. At a minimum, include the following: a. Link to previous flights, discussing specific manoeuvres. The student does all ground handling. The student performs the take-off, air tow and release. You must upgrade take-off, air tow and release. Let student practice upper air work and set up the circuit. You must upgrade steep turns. The student flies the circuit and lands. You must upgrade downwind, base turn and base leg.

POST-FLIGHT REVIEW 14. 15. Debrief all the manoeuvres encouraging your student to analyze their own errors. Reading Assignment. The following are applicable: a. b. Chapter 6, ACGP Manual of Glider Flying Training, Sections 1 to 6; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI.

3-3-53

A-CR-CCP-242/PT-005

AIR LESSON 20 – LAUNCH EMERGENCY, MODIFIED CIRCUIT (AL20 – 800 FEET) AIM 1. The aim of this lesson is to develop quick, effective and safe reactions to a launch failure above 500 feet AGL and to fly a modified circuit in order to complete an into-wind landing. OBJECTIVE 2. At the conclusion of this flight the student must demonstrate the following PLs: Upgrade a. b. MOTIVATION 3. The response to an emergency must be immediate and correct. Circuit Modification Emergencies Level 3 2

REFERENCES 4. The following references apply for this lesson: a. b. Chapter 6, ACGP Manual of Glider Flying Training, Section 3; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI.

TIPS TO INSTRUCTORS 1. Stress that time is the most important factor. Common sense must dictate a pilot's action and what checks can be completed in the time available. 2. You must be extremely vigilant of your altitude above ground level throughout this entire exercise and your distance from your intended landing area. If you are too far away at 800 feet AGL to return to the aerodrome, Don't pull the release. 3. 4. 5. Ensure your student understands the altitude/distance problems. Ensure that the LCO and the tow pilot are informed prior to conducting any rope-break simulations. The student must be evaluated on both Emergencies and Circuit Modification on this flight.

BRIEFING OUTLINE 5. Review. Review as required: a. b. c. Take-off; Crosswind take-off; and Rope break procedures: (1) (2) (3) above 500 feet; 200 to 500 feet; below 200 feet; 3-3-54

and Wind effects/considerations including gliding distances. Tailor link to the individual student. The student performs the take-off and air tow. Ask the following confirmatory questions to the student: a. c. Rope Break Exercise. You must upgrade emergencies. 9. 3-3-55 . Airspeeds. and Link to verbal emergencies discussed on previous lessons. Modified circuits. if safe. what are your actions? AIR LESSON OUTLINE 10. b. Emergency Scenario. What is the procedure for a rope break at 800 feet AGL? How far will a 2-33 glide from 400 feet AGL in no-wind conditions? and If the canopy opens during air tow. 11. and Safety considerations: (1) (2) (3) turn coordination. d. b. The instructor pulls release at 800 feet AGL. Encourage your student's questions. At a minimum. Debrief the students on all the manoeuvres flown and analyze their errors. The following are applicable to a rope break exercise: a. Be creative to encourage each student’s understanding. include the following: a. b. point of no return.A-CR-CCP-242/PT-005 (4) (5) 6. What are your actions? SUMMARY 8. e. Immediate actions. you find yourself too low to make it back to the landing point. You must upgrade circuit modification. Make suggestions on how performance can be improved. Link to low circuit modification flights. While conducting rope break exercises. On the roll. 7. The student flies a modified circuit and lands. and alternate landing areas as pre-briefed in the daily operations briefing. Wind effect (use actual winds). LINK 13. POST-FLIGHT REVIEW 14. 12. c.

A-CR-CCP-242/PT-005 15. b. Chapter 6. 3-3-56 . Sections 3 and 4. The following are applicable: a. Schweizer 2-33 Glider AOI. and Chapter 2. ACGP Manual of Glider Flying Training. Section 1. Reading Assignment.

4. Sections 3 and 4. Ensure your student understands downwind landing problems and techniques. effectively and safely to a launch failure between 400 and 600 feet AGL. You must be extremely vigilant of your altitude above ground level throughout this entire exercise and your distance from your intended landing area. The response to an emergency must be immediate and correct. and Rope break procedures: (1) (2) (3) (4) (5) 6. Downwind approach and landing. To have the student experience a second simulated rope break and recovery to the airfield at a lower altitude. Chapter 6. Don't pull the release. 3. 3-3-57 . b. Take-off (including crosswind take-off). and Chapter 2. If you are too far away at any altitude to return to the aerodrome. on the roll. Section 1. Common sense must dictate a pilot's action and what checks can be completed in the time available. The following are applicable to a rope break exercise: a. MOTIVATION 3. ACGP Manual of Glider Flying Training. above 500 feet. 200 to 500 feet. REFERENCES 4. The aim is to develop the student's ability to react quickly. Immediate actions. Review. BRIEFING OUTLINE 5. Ensure that the LCO and the tow pilot are informed prior to conducting any rope-break simulations. Review as required: a. and wind effect  considerations including gliding distances. below 200 feet. b. Schweizer 2-33 Glider AOI. Stress that time is the most important factor. The following references apply for this lesson: a. Rope Break Exercise. 2. TIPS TO INSTRUCTORS 1. OBJECTIVE 2. b.A-CR-CCP-242/PT-005 AIR LESSON 21 – LAUNCH EMERGENCY – DOWNWIND LANDING (AL 21 – 400-600 FEET) AIM 1.

Make suggestions on how performance can be improved. 9. Be creative to encourage each student’s understanding. and Chapter 2. Ask the following confirmatory questions to the student: a. You see the tow plane's rudder wiggle vigorously back and forth. The following are applicable: a. 7. Chapter 6. include the following: a. The student performs the take-off and air tow. and Link to verbal emergencies discussed on previous lessons. and possible alternate landing areas as pre-briefed in the daily operations briefing. Section 1. Airspeeds. Schweizer 2-33 Glider AOI. Debrief the students on all manoeuvres flown and have them analyze their own errors.A-CR-CCP-242/PT-005 c. At a minimum. The student flies and performs a downwind landing. Emergency Scenario. 12. 3-3-58 . 15. Sections 3 and 4. e. On air tow you notice that your rate of climb is slow. Encourage your student's questions. LINK 13. 11. Reading Assignment. d. b. Link to previous launch emergency. point of no return. ACGP Manual of Glider Flying Training. Tailor link to the individual student. AIR LESSON OUTLINE 10. if safe. b. What are your immediate actions? SUMMARY 8. The instructor pulls release at 400 to 600 feet AGL. POST-FLIGHT REVIEW 14. Link to low circuit modification flights. Why would you choose to land downwind? and Explain the effect of wind direction and speed on your decision on where to land. b. and Safety considerations: (1) (2) (3) turn coordination. Wind effect (use actual wind). c.

Schweizer 2-33 Glider AOI. If applicable. and Chapter 2. Don't pull the release. b. If you are too far away at any altitude to return to the aerodrome. MOTIVATION 3. Review. b. Take-off (including crosswind take-off). effective and safe reactions to a launch failure. 3-3-59 . You must be extremely vigilant of your altitude above ground level throughout this entire exercise and your distance from your intended landing area. 4. OBJECTIVE 2. Sections 3 and 4. Emergencies Airmanship Level 3 3 REFERENCES 4. 2. ACGP Manual of Glider Flying Training. 3. so as to accomplish a safe recovery. The following references apply for this lesson: a. Stress that TIME is the most important factor. To have the student experience a third simulated rope break and recovery to the airfield developing the skill to safely handle any take-off rope break scenario as a solo student. 200 to 500 feet. Chapter 6. Common sense must dictate a pilot's action and what checks can be completed in the time available. Inform the LCO and the tow pilot prior to conducting any rope-break simulations. ensure your student understands the problems that can be encountered during a downwind landing. The response to an emergency must be immediate and correct. Review as required: a. BRIEFING OUTLINE 5. The student shall achieve the following PLs: Upgrade a. Rope break procedures: (1) (2) above 500 feet. especially the higher than normal ground speed during approach and the effects of a tail wind during landing. TIPS TO INSTRUCTORS 1. Section 1.A-CR-CCP-242/PT-005 AIR LESSON 22 – LAUNCH EMERGENCY AIM 1. b. The aim of this mission is to develop quick.

planning. 7. Wind effect (use actual wind). 3-3-60 . At a minimum. 8. Straight ahead landing. Link to previous launch emergency. h. SUMMARY 10. Wind assessment. and Safety considerations: (1) (2) (3) turn coordination. air picture. Tailor link to the individual student. Link to low circuit modification flights. and Link to verbal emergencies discussed on previous lessons. e. you lose sight of the tow plane. b. While on tow. f. and Wind effects/considerations including gliding distances. Immediate actions. situational awareness. Airmanship. c. The following are applicable to a rope break exercise: a. look-out. On the roll. National/regional/local orders. Review definition and scope in terms of: a. c. c. Downwind approach and landing. point of no return. b. etc. Cross runway landing. g. Below 200 feet.A-CR-CCP-242/PT-005 (3) (4) (5) 6. Airspeeds. d. b. and possible alternate landing areas as pre-briefed in the daily operations briefing. Encourage your student's questions. include the following: a. Common sense. Modified circuit. LINK Emergency Scenario. Adherence to SOPs. Rope Break Exercise. What are your actions? 9. Be creative to encourage each student’s understanding.

The student performs the take-off and air tow. d. ACGP Manual of Glider Flying Training. What airspeed is used for downwind landings? What is the maximum tailwind component for normal operations? AIR LESSON OUTLINE 12. Chapter 2. POST-FLIGHT REVIEW 16.A-CR-CCP-242/PT-005 11. Debrief the students on all manoeuvres flown and have students analyze their own errors. safe altitude for the chosen exercise. Chapter 6. 17. Suggest how to improve performance. b. The following are applicable: a. Reading Assignment. The instructor pulls release at an appropriate. Modified circuit. You must upgrade emergencies. You must upgrade airmanship. Cross runway landing. Any of the following can be performed for this flight: a. The student performs the appropriate action and lands. Section 1. 15. 13. Ask the following confirmatory questions to the student: a. c. Straight ahead landing. 3-3-61 . Downwind landing. b. Schweizer 2-33 Glider AOI. and Review Progress Book. b. c. Sections 1 to 6. 14.

Question the student to determine retention of the sequences taught during the previous dual missions. 4. and Chapter 2. REFERENCES 4. If possible. MOTIVATION 3. b. At the conclusion of this trip. d.A-CR-CCP-242/PT-005 AIR LESSON 23 – GENERAL PROGRESS CHECK (AL23 – 3 000 FEET) AIM 1. Chapter 6. 3-3-62 . Schweizer 2-33 Glider AOI. Pre-flight Spiral Dive Recovery Slipping Slipping Turns Incipient Spin Recovery Circuit Work: (1) (2) (3) g. e. b. It provides the additional opportunity to refine some of the techniques learned so far. c. At the conclusion of this review flight. 2. Section 1. The following references apply for this lesson: a. fly the same profile that can be expected on the solo check. Sections 1 to 6. 3. ACGP Manual of Glider Flying Training. OBJECTIVE 2. Being able to self-analyze is important before the student goes solo. The student must have achieved PL 3 (Solo Standard) on all the objectives of the previous instructional flights including this review flight. Continue to stress self-analysis. This is the last dual mission with enough altitude to review the upper airwork before the solo check. Final Turn Final Approach Landing 3 3 3 3 Level 3 3 3 3 3 Flight Management TIPS TO INSTRUCTORS 1. By now the student should be feeling more comfortable with the glider and it is essential that the students demonstrate their ability to perform these basic manoeuvres before authorization is given for solo flight. before proceeding to the Pre-Solo Flight Check. f. The aim of this mission is to review all the sequences that will be tested on the solo check. discuss your student's progress with your Flight Commander or CFI who will decide whether to proceed with the Solo Check or to give an Extra Dual. the student must have demonstrated the following PLs: Upgrade a.

Tailor link to the individual student. slipping. b. 3-3-63 . Review as required: a. What are your actions? SUMMARY 7. e. 10. POST-FLIGHT REVIEW 15. c. The student does the take-off and air tow. The student flies the circuit without assistance. 11. flight management. You are high halfway on downwind. At a minimum. Wind effect. Upper air work including stalls. 13. incipient spins and spirals. How do you modify the circuit to land in the proper place? What is the spin recovery procedure? and Will diving into ground effect (penetration approach) increase gliding distance? Explain. spiral dive recovery. and stalls and recovery. Circuit (including modification procedures). 12. Local procedures including R/T. Review. b. LINK 13. and Emergencies. Debrief the students on all manoeuvres flown and have the students analyze their own errors. spiral dive recovery. The student practices to improve slipping. Link to previous air lessons. Be creative to encourage each student’s understanding. Emergency Scenario. While checking the rope for hook-up you notice that the rope around the ring is quite frayed. Ask the following confirmatory questions to the student: a. d. 14. include the following: a. The student practices to improve incipient spin recovery. incipient spin recovery. The student completes the approach and landing. approach and landing. Make suggestions on how performance can be improved. AIR LESSON OUTLINE 9. c. 6. 8. stalls. discussing specific manoeuvres. final approach and landing. You must upgrade pre-flight. Advise the student whether the next flight will be the formal Pre-Solo Flight Check or additional instruction/review. Encourage your student's questions.A-CR-CCP-242/PT-005 BRIEFING OUTLINE 5.

Local Flying Orders. ACGP Manual of Glider Flying Training. Chapter 2. b. Reading Assignment. d. The following are applicable: a. Sections 1 to 6. Schweizer 2-33 Glider AOI. Section 1. Chapter 6. and Review of Progress Book. c. 3-3-64 .A-CR-CCP-242/PT-005 16.

The student must be capable of doing so with a minimum loss of altitude. MOTIVATION 3. The glider must be under positive control throughout the after-landing roll. and Previous Air Lessons. 7. Stalls. You must also ensure that the student understands that correct recovery procedures must be initiated before the stall and/or incipient spin develops fully. Take-Off and Tow. Approach. Checks and emergency procedures must be correct and understood by the student. The student should be proficient in safely recovering the glider and must be able to recover from a bad landing. Sections 1 to 6. 2. PL 3 on all manoeuvres. Check to ensure that the student has been taught and has achieved a PL 3 on all sequences. The student must demonstrate. taking appropriate corrective action to maintain the proper glide path. prompting. confidence and responsibility commensurate with being in control of a glider. 8. TIPS TO INSTRUCTORS 1. The student should return the glider to the IP at the correct altitude without Circuit. The student should demonstrate good airspeed control during the final turn and approach and recognize overshoot and undershoot trends. 4. 6. The student should be able to maintain direction on the runway. Airmanship. The student must demonstrate the ability to recognize an impending stall. airspeed and bank control should be reasonably accurate. Landing. c. Track. 4. OBJECTIVE 2. To enjoy the sense of freedom. To confirm that the student is competent in all sequences that have been taught and is safe for solo in the glider. REFERENCES 5. Schweizer 2-33 Glider AOI. 3-3-65 .AIR LESSON 24 – SOLO FLIGHT CHECK (2 500 FEET) AIM 1. To demonstrate to the instructor and peers that the student has performed to the standard required to be entrusted with the care of an ACGP glider. 9. The following references apply for this lesson: a. 5. Section 1. Look-out should be proficient. 3. altitude. Confidence. b. Progress Book. making timely and safe corrections. Chapter 6. ACGP Manual of Glider Flying Training. Chapter 2. Flight Management. The student should be able to meet difficulties with assurance and not panic when confronted with unusual situations. The student should demonstrate initiative. fly the glider off safely and use the correct air tow technique. as a minimum.

The student does all the ground handling.BRIEFING OUTLINE 6. The student is responsible for flight management. especially the final approach and landing phases. The student flies the circuit through to the landing. Review all areas where difficulties were encountered. 7. Ensure the student is able to analyze and correct errors in the circuit. Air work is conducted as per the briefing and is normally cued by the Check Pilot. Question the student on the recognition of. 10. Advise the Flt Comd and instructor of your decision regarding solo status as soon as the debriefing is complete. and corrective action for. Brief the student on the air exercise. selected emergencies. take-off and air tow. 12. Include the student's instructor in the debriefing. SUMMARY 8. 3-3-66 . 11. AIR LESSON OUTLINE 9. Encourage and answer the student's questions. POST-FLIGHT REVIEW 13.

TIPS TO INSTRUCTORS – STUDENT'S FIRST SOLO 1. For example. Make sure the student understands that the glider will trim differently with only one pilot.FIRST SOLO FLIGHT: (SOLO 1: GENTLE AND MEDIUM TURNS – 2 000 FEET) AIM 1. After a lengthy session of dual instruction. 3. f. for ballast. it can still cause abrupt wind changes and turbulent conditions over a fairly wide area. h. etc. visibility. 3-3-67 . b. Normal daylight must be available for solo flights. d. weather. Advice and Encouragement. MOTIVATION 4. g. A successful first solo provides a significant boost to the student pilot's self-confidence. horizon. and make sure the student realizes the extra need for keeping a sharp look-out now that the student will be alone. The student is to practice coordinated gentle and medium turns and flight management. Strap-in. The student is to safely recover the glider using standard circuit procedures. Overemphasis on this trip may cause unnecessary student anxiety.). Weather Conditions. Light Conditions. Traffic Conditions. The instructor shall securely fasten the straps in the rear seat. and is the first of the 20 mandatory solo trips of the Course. Student Anxiety. Glider instructors should strive to treat the first solo as “just another mission”. Student Fatigue. e. ensure that the first solo is scheduled during an off-peak period. The instructor is responsible for ensuring that suitable conditions exist for the student's first solo flight: a. Instructors should ensure that other students do not congregate around the student about to go solo. Ensure that the student understands the placarded C of G limitations and the requirement. Overconfidence. Express confidence in the student's ability and offer words of encouragement as the student prepares for one of the most memorable flights of the course. even though the student appears to be performing satisfactorily. if necessary. a first solo flight must not be attempted when an impending frontal passage could cause a wind shift or when a thunderstorm is in the vicinity. The first solo flight shall not be considered unless suitable weather conditions exist and are forecast to continue (consider heat. turbulence. the student may be so fatigued that it is inadvisable to conduct the first solo flight. At airports where heavy traffic conditions may be encountered at some periods of the day. Although a thunderstorm may not pass directly over the airport. OBJECTIVE 2. advise the student about going solo. Glider instructors shall discuss with the student the dangers of overconfidence during solo missions. To allow the student to experience solo flight. c. and advise the tow pilot that a student on the first solo will be towed.

turning base and final on the prescribed track. employing circuit modification techniques as required. the briefing shall cover the following: a. at the appropriate heights and at the correct speeds. Specific actions to be taken after a rope break and any other emergency situation that may arise. Debrief the students on all manoeuvres flown and have the students analyze their own errors. and keeping the skid off the ground as long as possible. Pay particular attention to the student's concerns and questions. 8. The difference in handling characteristics and trim with one less person in the glider. and (4) (5) (6) (7) d. remembering that a lighter glider will tend to "float" longer on round-out and hold-off. The limits of the air exercise to be flown. DEBRIEFING 6. 3-3-68 . 7. Briefing. b. and concentrating on the touch-down and roll. The following are applicable to circuit procedures: (1) (2) (3) joining at the correct position and altitude. Make suggestions on how performance can be improved. emphasizing look-out. using the over/undershoot reference approach on final. c. maintaining wings level and directional control. As a minimum. Congratulate the student on a successful first solo. Circuit Procedures. flight management and airmanship. completing all checks including use of radio.BRIEFING OUTLINE 5. especially the circuit.

The student must understand that supervision and training do not cease when the solo stage is reached. the student will have demonstrated the ability to continue further solo practice.AIR LESSON 25 – POST-SOLO REVIEW AND PROGRESS CHECK (1 500 FEET) AIM 1. c. Discuss the effects of the prevailing and forecast weather and wind on the circuit. considering that the first solo has been successfully completed. At the same time. Remind the student that safe flying practices are still the priority during the post-solo stage and that breaches of flying discipline or poor airmanship will not be tolerated. RGS Flying Orders. MOTIVATION 3. c. 2. 3. 6. regardless of what licences or ratings the pilot may hold. b. Section 1. Sections 1 to 6. Chapter 6. The student must understand that the purpose of dual review flights is to provide flying training continuity and to assist and confirm that not only is the training standard being met. Medium and steep turns. and Emergency procedures (question and answer). ACGP Manual of Glider Flying Training. ensure that the student understands that you have confidence not only in the student's demonstrated ability but also in the student's capability to continue to improve. REFERENCES 4. 3-3-69 . Remind the student that considerable polish and fine-tuning of practical flying skills. Discussion. TIPS TO INSTRUCTORS POST-SOLO REVIEW/PROGRESS CHECKS 1. OBJECTIVE 2. Review. and Chapter 2. b. but also that improvement continues to be made. Schweizer 2-33 Glider AOI. To ensure that the student is maintaining the required standard for further solo practice. Review the following: a. Circuit and circuit modification procedures. At the conclusion of this trip. To improve flying skills. but rather that supervision and training are a continuous and integral part of every pilot's flying career. The following references apply to this lesson: a. BRIEFING OUTLINE 5. decision-making ability and airmanship will be necessary in order to successfully complete the course and become a Glider Pilot licensed by TC.

Debrief the student on all manoeuvres flown and have the student analyze errors. The student practices medium turns. Encourage your student's questions. The student performs the take-off and air tow. 10. AIR LESSON OUTLINE 8. POST-FLIGHT REVIEW 11. The student flies the circuit and lands. 3-3-70 . 9. Make suggestions on how performance can be improved.SUMMARY 7.

TIPS TO INSTRUCTORS ON STUDENT SOLO FLIGHTS 1. then review stall. especially their effect on circuit planning and execution. watching for signs of over. spin and spiral dive recognition and recovery procedures). offering suggestions on how the student can continue to improve. 2. For the student to practice various turns and circuit procedures to improve and fine-tune flying skills. Remind the student that solo missions are learning opportunities during which flying skills can be improved and fine-tuned. The instructor must pay particular attention to the student's concerns or questions. covering all details of the exercises to be practised..or under-confidence and taking appropriate action as the situation dictates. Therefore. an essential requirement in order to successfully complete the course and earn a Glider Pilot Licence. 5. The post-flight debriefing is critical to the student's continued improvement and confidence.g. especially circuit work and emergency procedures that may arise as a consequence of the exercises (e. Finally. 4. the instructor should confirm the student's preparedness by asking questions and expecting correct answers. The instructor must monitor the student's solo flight and be prepared to render assistance should problems arise. 6. The student practices exercises for each of the solo flights as briefed by the instructor. The pre-flight briefing must also cover prevailing wind and weather conditions. The pre-flight briefing must be thorough. if steep turns are to be practised.SOLO FLIGHTS 2 TO 5 (SOLOS 2 TO 4: MEDIUM TURNS – 1 500 FEET AND SOLO 5: STEEP TURNS – 1 500 FEET) AIM 1. Remind the student that safe flying practices remain the highest priority during solo flights and that any breach of flying discipline or non-compliance with flying orders or poor airmanship will not be tolerated. AIR LESSON 2. 3-3-71 . the instructor should ask questions concerning all aspects of the flight. 3.

6. Chapter 6. To determine that the student's skills (glider handling. At the conclusion of this trip the student will have demonstrated the ability to continue further solo practice. Review the following: a. flight management and airmanship. Review. 3. decision-making and airmanship) continue to improve and to further emphasize and provide guidance in the areas of flight safety. The student must understand that the purpose of dual review flights is to provide flying training continuity and to assist and confirm that not only is the training standard being met. To improve flying skills. decision-making ability and airmanship will be necessary in order to successfully complete the course and become a Glider Pilot licensed by TC. b. The student must understand that supervision and training do not cease when the solo stage is reached. medium. Steep turns. but also that improvement continues to be made. Circuit and circuit modification procedures. Remind the student that safe flying practices are still the priority during the post-solo stage and that breaches of flying discipline or poor airmanship will not be tolerated. Discuss the effects of the prevailing and forecast weather and winds on the circuit. BRIEFING OUTLINE 5. Discussion. RGS Flying Orders. MOTIVATION 3. c. d. c. ACGP Manual of Glider Flying Training. OBJECTIVE 2. REFERENCES 4. 2. Sections 1 to 6. TIPS TO INSTRUCTORS POST-SOLO REVIEW/PROGRESS CHECKS 1. Remind the student that considerable polish and fine-tuning of practical flying skills.AIR LESSON 26 – REVIEW AND PROGRESS CHECK (2 000 FEET) AIM 1. but rather that supervision and training are a continuous and integral part of every pilot's flying career. and Chapter 2. b. Section 1. and Emergency procedures. Stalls: gentle. regardless of what licences or ratings the pilot may hold. Schweizer 2-33 Glider AOI. The following references apply to this lesson: a. 3-3-72 . and turning.

SUMMARY 7. The student practices stalls as directed by the instructor. 10. The student flies the circuit and lands. 11. Encourage your student's questions. The student performs the take-off and air tow. The student practices medium and steep turns. 9. Make suggestions on how performance can be improved. Debrief the student on all manoeuvres flown and have the student analyze the errors. 3-3-73 . AIR LESSON OUTLINE 8. POST-FLIGHT REVIEW 12.

2. an essential requirement in order to successfully complete the course and earn a Glider Pilot Licence. 3. skills. covering all details of the exercises to be practised. especially their effect on circuit planning and execution. The instructor must pay particular attention to the student's concerns or questions. offering suggestions on how the student can continue to improve. For the student to practice various turns.g. AND SOLO 10: STALLS WITH OPEN SPOILER ENTRY – 2 000 FEET) AIM 1. The instructor must monitor the student's solo flight and be prepared to render assistance should problems arise. the instructor should ask questions concerning all aspects of the flight. 6. especially circuit work. The student practices the exercises for each of the solo flights as briefed by the instructor. Remind the student that safe flying practices remain the highest priority during solo flights and that any breach of flying discipline or non-compliance with flying orders or poor airmanship will not be tolerated. spin and spiral dive recognition and recovery procedures). various stalls and circuit procedures to improve and fine-tune flying AIR LESSON 2. then review stall. The post-flight debriefing is critical to the student's continued improvement and confidence. 5. SOLO 8: GENTLE STALLS – 2 000 FEET. TIPS TO INSTRUCTORS ON STUDENT SOLO FLIGHTS 1. The pre-flight briefing must be thorough.or under-confidence and taking appropriate action as the situation dictates. 3-3-74 . Therefore. watching for signs of over. Finally. 4. Remind the student that solo missions are learning opportunities during which flying skills can be improved and fine-tuned.SOLO FLIGHTS 6 TO 10 (SOLOS 6 AND 7: STEEP TURNS – 1 500 FEET. and emergency procedures that may arise as a consequence of the exercises (e. if steep turns are to be practised. The pre-flight briefing must also cover prevailing wind and weather conditions. SOLO 9: MEDIUM STALLS – 2 000 FEET. the instructor should confirm the student's preparedness by asking questions and expecting correct answers..

Section 1. Sections 1 to 6. Remind the student that considerable polish and fine-tuning of practical flying skills. To assess and correct. entry. The following references apply to this lesson: a. 3-3-75 . At the conclusion of this trip the student will have demonstrated the ability to continue further solo practice. To confirm that the student's flying skills (glider handling. Remind the student that safe flying practices are still the priority during the post-solo stage and that breaches of flying discipline or poor airmanship will not be tolerated. the student's stall and spin entry and recovery procedures. Schweizer 2-33 Glider AOI. c. BRIEFING OUTLINE 6. 2. To improve flying skills. and Chapter 2. but rather that supervision and training are a continuous and integral part of every pilot's flying career. decision making ability and airmanship will be necessary in order to successfully complete the course and become a Glider Pilot licensed by TC. REFERENCES 5. regardless of what licences or ratings the pilot may hold. TIPS TO INSTRUCTORS POST-SOLO REVIEW/PROGRESS CHECKS 1.AIR LESSON 27 – COMPREHENSIVE REVIEW AND PROGRESS CHECK (2 500 FEET) AIM 1. Circuit and circuit modification procedures. 3. Review. and Emergency procedures. Spins and spiral dives: recognition. but also that improvement continues to be made. The student must understand that supervision and training do not cease when the solo stage is reached. Chapter 6. ACGP Manual of Glider Flying Training. Review the following: a. as necessary. 2. OBJECTIVE 3. decision-making and airmanship) continue to improve and to further emphasize and provide guidance in the areas of flight safety and management. c. Students must understand that the purpose of dual review flights is to provide flying training continuity and to assist and confirm that not only is the training standard being met. and recovery. b. MOTIVATION 4. RGS Flying Orders. b.

7. Encourage your student's questions. 11. Discuss the effects of the prevailing and forecast weather and winds on the circuit. SUMMARY 8. Discussion. The student flies the circuit and lands. Debrief the student on all manoeuvres flown and have the student analyze the errors. AIR LESSON OUTLINE 9. The student practices incipient spin and spiral dive recoveries. 3-3-76 . Make suggestions on how performance can be improved. POST-FLIGHT REVIEW 12. 10. The student performs the take-off and air tow.

if steep turns are to be practised. Therefore. For the student to practice take-off and circuit work in crosswind conditions. an essential requirement in order to successfully complete the course and earn a Glider Pilot Licence. especially circuit work and emergency procedures that may arise as a consequence of the exercises (e. the instructor should ask questions concerning all aspects of the flight. and to practice various turns in order to improve and fine-tune flying skills.. The instructor must pay particular attention to the student's concerns or questions. 4. The pre-flight briefing must be thorough.g. 3-3-77 .or under-confidence and taking appropriate action as the situation dictates. The pre-flight briefing must also cover prevailing wind and weather conditions. covering all details of the exercises to be practised. Remind the student that solo missions are learning opportunities during which flying skills can be improved and fine-tuned. 3. AIR LESSON 2. offering suggestions on how the student can continue to improve. Finally. spin and spiral dive recognition and recovery procedures). The instructor must monitor the student's solo flight and be prepared to render assistance should problems arise. then review stall. The post-flight debriefing is critical to the student's continued improvement and confidence. TIPS TO INSTRUCTORS ON STUDENT SOLO FLIGHTS 1. the instructor should confirm the student's preparedness by asking questions and expecting correct answers.SOLO FLIGHTS 11 TO 15 (SOLOS 11 AND 12: CROSSWIND OPERATIONS – 1 500 FEET. 5. The student practices the exercises for each of the solo flights as briefed by the instructor. Remind the student that safe flying practices remain the highest priority during solo flights and that any breach of flying discipline or non-compliance with flying orders or poor airmanship will not be tolerated. AND SOLOS 13 TO 15: MEDIUM AND STEEP TURNS – 1 500 FEET) AIM 1. watching for signs of over. especially their effect on circuit planning and execution. 6. 2.

TIPS TO INSTRUCTORS 1. BRIEFING OUTLINE 6. OBJECTIVE 3. Review the Flight Test Card. the flight test may occur before your student has finished the full sequence of solo flights. In some cases. b. 8. Look around. REFERENCES 5. Ensure students understand their individual responsibility for: a. SUMMARY 9. The following references apply for this lesson: a. . MOTIVATION 4. To ensure that all minor problems are corrected. Section 1. The student should understand that the testing officer is only interested in confirming the skill level of the student. 3-3-78 All checks. Schweizer 2-33 Glider AOI. Chapter 6. Review a Flight Test Card to help the student prepare for the Flight Test. 2. To demonstrate the skill level required for the Final Flight Test. To review all sequences under an instructor's supervision in preparation for the flight test. and not in fault finding. Sections 1 to 6. RGS Flying Orders. Ensure that the student understands that the remaining solo flights must be completed with a high standard of flight discipline and airmanship. 7. b. Encourage your student's questions and address all your student's concerns. and Flight management. Review the Typical Flight Test Sequence of Events. At the conclusion of this trip the student should be prepared for the flight test. c. ACGP Manual of Glider Flying Training. 3. Do not discuss the techniques of the various testing officers.AIR LESSON 28 – PRE FLIGHT TEST COMPREHENSIVE REVIEW (3 000 FEET) AIM 1. c. 2. Student's Individual Responsibility. and Chapter 2.

like any evaluation. Ensure that your student understands that success on a Flight Test. is the result of knowledge.AIR LESSON OUTLINE 10. skill and confidence. prompted by the instructor. Make suggestions on how performance can be improved. The student flies the circuit and lands. 12. POST-FLIGHT REVIEW 13. 3-3-79 . The student performs required flight test sequences. 11. The student performs the take-off and air tow. 14. Debrief the student on all manoeuvres flown and have the student analyze the errors. Address all your student's concerns.

medium and steep turns. 6. The pre-flight briefing must also cover prevailing wind and weather conditions. the instructor should ask questions concerning all aspects of the flight. Remind the student that safe flying practices remain the highest priority during solo flights and that any breach of flying discipline will not be tolerated. offering suggestions on how the student can continue to improve. 3. TIPS TO INSTRUCTORS ON STUDENT SOLO FLIGHTS 1. and taking appropriate action. then review stall. watching for signs of over. spin and spiral dive recognition and recovery procedures). AIR LESSON 2. especially their effect on circuit planning and execution. especially circuit work and emergency procedures that may arise as a consequence of the exercises (e. The instructor must pay particular attention to the student's concerns or questions. 5. Therefore. 4. the instructor should confirm the student's preparedness by asking questions and expecting correct answers. in order to improve and fine-tune flying skills. covering all details of the exercises to be practiced.g. The student practices the exercises for each of the solo flights as briefed by the instructor (S16 – forward/side-slips. flight management.. The post-flight debriefing is critical to the student's continued improvement and confidence. The instructor must monitor the student's solo flight and be prepared to render assistance should problems arise. if steep turns are to be practiced. Remind the student that solo missions are learning opportunities during which flying skills can be improved and fine-tuned. 3-3-80 . and the circuit. 2. S17 – turning slips). For the student to practice slipping.SOLO FLIGHTS 16 TO 20 (SOLOS 16 AND 17: SLIPPING – 1 500 FEET AND SOLOS 18 TO 20: TURNS – 1 500 FEET) AIM 1. The pre-flight briefing must be thorough. an essential requirement in order to successfully complete the course and earn a Glider Pilot Licence.or under-confidence. Finally.

and Chapter 2. REFERENCES 4. Ensure that the student understands that the remaining solo flights must be completed with a high standard of flight discipline and airmanship. The sequences to be performed during the flight test. the flight test may occur before your student has finished the full sequence of solo flights. MOTIVATION 3. Review a Flight Test Card to help the student prepare for the Flight Test. Do not discuss the techniques of the various testing officers. c. To ensure the student possesses the proficiency and qualifications for a TC Glider Pilot Licence. b. Sections 1 to 6. TIPS TO INSTRUCTORS 1. 2. all checks. including: (1) (2) (3) SUMMARY 6.AIR LESSON 29 – FINAL FLIGHT TEST (2 500 FEET) AIM 1. and The student's responsibilities. Encourage the student's questions. A briefing shall be provided on the following: a. At the conclusion of this lesson the student will demonstrate the required proficiency to be awarded the TC Glider Pilot Licence. BRIEFING OUTLINE 5. b. look around. In some cases. OBJECTIVE 2. 3. Chapter 6. RGS Flying Orders. and flight management. ACGP Manual of Glider Flying Training. The student should understand that the testing officer is only interested in confirming the skill level of the student. To demonstrate the skill level required of a licensed Glider Pilot. Briefing. Section 1. Schweizer 2-33 Glider AOI. The following references apply for this lesson: a. and not in fault finding. 3-3-81 .

3-3-82 . 8. Include the student's instructor in the debriefing. Debrief the student on all manoeuvres flown. The student performs the take-off and air tow. 9. The student performs the required flight test sequences. The student flies the circuit and lands.AIR LESSON OUTLINE 7. POST-FLIGHT REVIEW 10. as directed by the testing officer.

5. 4. The early introduction of glider handling topics in a classroom setting ensures that the students are familiar with the material prior to their flight training. 2. The academic instruction for the ACGP Glider Pilot Course shall consist of a minimum of 50 hours of formal training. A schedule that provides flying training with an academic program on a half-day or alternate day basis is preferred. Lecture periods shall be no more than 50 minutes long with a suitable break between consecutive lectures.A-CR-CCP-242/PT-005 SECTION 4 ACADEMIC TRAINING (GROUND SCHOOL) LECTURE PROGRAM 1. A full ground training day should consist of a maximum of six formal lecture periods. ACADEMIC SUBJECTS 6. Glider Procedures – pass mark 85% (pre-solo). The following is a summary of the required academic training: Performance (Educational) Objective Topic Periods 401 402 403 404 405 406 407 408 Understand Air Law Glider Procedures Understand Navigation Understand Radio Theory Understand Meteorology Understand Theory of Flight Flight Operations Understand the Principles of Human Factors in Aviation Be Aware of Flight Safety 7 6 9 3 13 10 6 3 409 3 Total RGS Instructional Periods 60 7. 3. flight safety briefings or administration. 3-4-1 . The Academic Training program shall include periodic and recorded monitoring of classroom instruction. The remaining periods should be scheduled for supervised study periods. The student shall write and pass the following ECs consisting of: a. Understand Air Law – pass mark 70% (pre-solo). b. This section is the training plan for the academic portion (ground training) of this course.

c. where the instructor shall lead the students through the practical exercise. Discuss/Describe/Demonstrate – This topic shall be instructed. e. i. j. h. 9. There is no pass mark and this exam is not to be counted as an EC. Flight Operations – pass mark 70%.” 10. b. Understand Radio Theory – pass mark 70%. Throughout this document.A-CR-CCP-242/PT-005 c. At least 1 sample TC Exam must be administered in each region. 11. Understand Navigation – pass mark 70%. d. three classifications are used for level of emphasis to be applied when instructing a specific topic or definition: a. Understand the Principles of Human Factors in Aviation – pass mark – Attend. This mark shall not be recorded on the course reports for students. 3-4-2 . and Be Aware of Flight Safety – pass mark – Attend. Briefly discuss/describe – This topic should be given an overview of the concept only. Understand Meteorology (Interpretive) – pass mark 70%. The practical navigation exercise is the exception to 9. Understand Theory of Flight – pass mark 70%. Failure of this exam will have no bearing on course standing and shall not be applied to unsatisfactory course progress criteria. 8. Procedures for EC failure are outlined in “Chapter 3 – Assessment Details. and Emphasize – This topic shall be instructed and emphasized. f. Understand Meteorology (Theory) – pass mark 70%. g. as this topic is most likely examined by Transport Canada. ECs are nationally standardized and are distributed by CFS/ACGP SET.

conditions for permissible aerobatics according to Transport Canada and prohibitions regarding the carrying of passengers during aerobatic manoeuvres according to Transport Canada. flight visibility. b. night. taking off. airport traffic. and g. dropping of objects from an aircraft. flight itinerary. ATC clearance. heading. landing. Certificate of Airworthiness. Describe light signals sent to aircraft on the ground and in the air. (2) Lesson 2 (1 period): Aerodromes. airworthy. the student shall pass a written EC with a minimum pass mark of 70%.01 – Understand the Canadian Aviation Regulations (CARs) 1. Redefine VFR. SVFR and night VFR. 2. b. Describe the rules of the air including minimum height of aircraft and low flight regulations. 3-4-3 . d. apron. control area. air traffic. day. overtaking aircraft. flight plan. manoeuvring area. Given: (1) Publications. f. taxiways. airport. personnel licence. daylight. emphasizing the rules on right of way. VFR. Certificate of Registration.A-CR-CCP-242/PT-005 PO 401 – UNDERSTAND AIR LAW Enabling Objective 401. 4. owner. special VFR flight. Describe aircraft registration in Canada. Define the weather minima for VFR flight in all conditions. e. ATC instruction. VFR flight. Performance: Understand the Canadian Aviation Regulations (CARs) Conditions: a. Denied: (1) Assistance. movement area. and d. Describe minimum instrumentation required for VFR flight during the day. b. Define the following applicable terms and emphasize their interpretations for glider flight: aerodrome. aircraft. aeroplane. ATC unit. and visibility. Describe the requirements for placards within an aircraft registered in Canada including weight and balance. ground visibility. c. Teaching Points: (1) Lesson 1 (1 period): Basic CARs and Aircraft Registration a. flight time. minister. controlled airport. runway markings. including mandatory markings. Standard: Prior to the first solo. Rules of the Air and VFR Flight a. aerodrome traffic zone. glider. ATC service. control zone. track. ceiling. Emphasize the concepts behind runway numbering. c. aerodrome markings and aerodrome lighting. 3. Describe visual ground signals given to aircraft at aerodromes. Briefly describe the AIM and the CFS and their contents. IFR.

f. e. Emphasize the description of the pilot’s responsibilities with respect to flight preparation. j.A-CR-CCP-242/PT-005 (3) Lesson 3 (1 period): Licensing and Documentation a. Emphasize the description of the privileges granted to a holder of a glider pilot’s license. Emphasize the CARs defining oxygen equipment and supply on aircraft. including the license validation certificate and Transport Canada Currency requirements. d. including the standard pressure region and the altimeter setting region. c. and e. Describe the requirements for pilots to report accidents and incidents. (4) Lesson 4 (1 period): Airspace a. Describe aircraft operating and equipment requirements. Describe the minimum requirements for obtaining a glider pilot’s license. i. d. Describe the CARs pertaining to wake turbulence regulations. safety belts and harnesses in aircraft. Describe aircraft airworthiness and the airworthiness certificate. d. f. including a discussion of exemptions for the ACGP. loading and pre-flight inspections. (5) Lesson 5 (1 period): Procedural CARs a. c. Describe the aircraft journey and technical records. e. Describe altimeter setting. Describe the Transportation Safety Board. Emphasize the use of flight plans and flight itineraries. Describe the logging of flights by pilots. including the various classifications and restrictions on VFR aircraft. urgency and safety signals. g. b. Describe the purpose of Air Traffic Control and the duty of ATC in various classifications of airspace. Describe the documents required to be carried on board an aircraft in flight. and Emphasize the description of the contents of an arrival report. g. 3-4-4 . Describe the distress. Describe the requirements for seats. Emphasize how airspace is defined in Canada. h. Describe the validity requirements for keeping a glider pilots license. b. c. b. Describe the Canadian Airway Structure and how it is indicated on VNCs. Describe the VFR cruising altitudes.

Emphasize the Transport Canada regulations regarding alcohol consumption and over-thecounter medications. A3 b. of license restrictions when donating blood. 10. and Emphasize regulations pertaining to aircraft surface contamination on the ground. Describe the requirements. Time: 5 X 50 minute periods – Lecture 1 X 50 minute period – Review 1 X 50 minute period – Written EC Approach: a. k. 9. as per Transport Canada. Remarks: a. A12 8. 6.A-CR-CCP-242/PT-005 h. symptoms and causes of hypoxia. References: a. 5. Lecture. This subject matter will also be examined as part of the Transport Canada Glider Pilot examination. The successful completion of this EO is necessary before the student is allowed to progress to solo status. j. b. Training Aids: Test Details: a. The student shall attain a minimum of 70% on a written EC. Describe the signs. after compression dives and after using anaesthetics. 3-4-5 . i. 7.

the maximum tensile strength of the rope. Performance: Understand Glider Procedures Conditions: a. Describe supervisory personnel on the airfield and their responsibilities. d. In-Flight Checks and the Circuit a. Describe the pre-take-off check (BCISTRSC) including how to properly strap into the aircraft. including wings level. Describe the hook-up procedures and signals. Briefly describe the assembly and disassembly procedures of the SGS 2-33A. Describe the purpose of pre-flight preparation and inspection of gliders. load restrictions. Denied: (1) Assistance. 3. (2) Lesson 2 (1 period): Ground Launch Procedures. f. Describe the construction type and materials used in the construction of the SGS 2-33A. signals. 2. turning. and h.01 – Understand Glider Procedures 1. b. Describe how to interpret weight and balance information including use of the chart. high wind hazards. d. wing area. Standard: Prior to going solo. the length minima as per the 242. 3-4-6 . 4. aspect ratio. f. including how to handle and inspect the rope. Given: (1) Publications. take up slack. Describe the launch signals. basic empty weight and maximum gross weight of the SGS 2-33A. c. Describe the procedure for tying down an aircraft on an airfield including the equipment used. b. location and use of the primary and ancillary cockpit controls in the SGS 233A. Describe the purpose of weather and operations briefings. e. e. high wind precautions. Describe the type.A-CR-CCP-242/PT-005 PO 402 – GLIDER PROCEDURES Enabling Objective 402. all out and stop and other signals to include close spoilers and glider unable to release. Describe the tow ropes used. Describe how to manoeuvre gliders on the ground according to SOPs including towing. g. b. field safety. c. prop blast areas and jet blast areas. the student shall pass a written EC with a minimum pass mark of 85%. a description of the weak link as well as the minimum and maximum breaking strength of the weak link. Teaching Points: (1) Lesson 1 (1 period): Introduction to the 2-33A and ACGP Operations a. Define the dimensions.

minimum sink. Briefly describe the launch methods used in the ACGP. d. e.A-CR-CCP-242/PT-005 g. release failures. and Describe the pre-landing check (SWARTSC). g. including the TC chart format. b. c. describe take-off. spin/spiral check (ASCOT). e. Discuss regional and school orders. including the headwind. and buffeting range. Best L/D. 5. Discuss considerations when gliding with respect to upper level winds. Define the typical speeds for the 2-33A. Describe how to use a crosswind chart. h. i. Describe how to calculate gliding distance given altitude. With respect to Air Tow. best L/D and wind velocity. double release failure and off-field landings. as well as the procedure to be followed. Describe the ACGP emergency signals given by the tow aircraft. Slipping speed minima. tow. Describe the ACGP circuit including minima. Describe wind considerations with respect to approach and landing. Describe the pre-release check (AAAT). c. b. including stalling. d. slack rope procedures and tow aircraft upset. (4) Lesson 4 (1 period): Emergency Procedures and Local Orders a. Describe the ACGP emergency procedures for rope breaks at various altitudes. Vne and other speeds not to be exceeded. g. direct crosswind and tailwind limitations. Manoeuvring Speed. Describe the Transport Canada recommended procedure for a rope break less than 300’ (prepare for off-field landing). over the radio and by ground personnel. spiralling speed. Describe the pre-stall. Define the manufacturer’s wind limits for the 2-33A. including the use of ballast. (3) Lesson 3 (1 period): Air Handling a. and Define the maximum and minimum cockpit weights. release. h. Describe the purpose of regional and local orders. j. f. Time: 4 X 50 minute periods – Lecture and/or Practical Exercise 1 X 50 minute period – Review 1 X 50 minute period – Written EC 3-4-7 . and Discuss current PIFs. f. Describe the Pilot Information File (PIF). i.

Approach: a. A15. Lecture. 10. 3-4-8 . Training Aids: Test Details: a. 9. A4 c. 7. References: a. The student shall attain a minimum of 85% on a written EC. A1 b. c.A-CR-CCP-242/PT-005 6. Chapter 2 8. It is imperative that this PO be scheduled and passed in advance of PO 409. b. This subject material will be assessed as part of the Transport Canada examination. The successful completion of this EO is necessary before the student is allowed to progress to solo status. Remarks: a.

true direction. Emphasize how to identify heights of obstacles above sea level and above ground. 3. Emphasize the concept of distance measurement on a map including scale. i. Demonstrate simple time/speed/distance calculations. 4. variation. including miles per hour and knots. 2. b. d. Describe how to measure true track on a map. d. g. f. Describe how to determine variation from a map. rhumb line. magnetic direction. and (3) Flight Computer. including the nautical mile. c. Performance: Understand the Principles of Navigation Conditions: a. Define great circle. Emphasize the definition of a Meridian. the statute mile and the kilometre. Describe the Earth as an oblate spheroid. Standard: The student shall pass a written EC with a minimum pass mark of 70%. isogonic lines. Describe the various measures of distance used in aviation. 3-4-9 . the direction of Earth rotation and the axis of rotation. b. Teaching Points: (1) Lesson 1 (1 period): Basic Navigation Concepts a. Denied: (1) Assistance. compass direction and deviation. Describe the graticule. Describe how to compute magnetic and compass heading. Given: (1) Publications. Describe the various measures of speed used in aviation.A-CR-CCP-242/PT-005 PO 403 – UNDERSTAND NAVIGATION Enabling Objective 403. (2) Lesson 2 (2 periods): Aeronautical Charts a. magnetic dip. b. c. agonic lines. and e. including how to geographically determine co-ordinates. e.01 – Understand the Principles of Navigation 1. h. Define the characteristics of parallels of latitude and meridians of longitude. Describe both Cardinal and Quadrantal directions and how to convert between the systems. (2) Douglas Protractor.

ground speed.A-CR-CCP-242/PT-005 j. 6. Describe the generic properties of maps. e. Lecture. (4) Lesson 4 (3 periods): Flight Planning a. Kinaesthetic. A11 3-4-10 . including obstacles. track made good. 7. b. including how to pick relevant route markers. c. properties and uses of a Lambert Conformal Conic Projection with respect to aviation. m. d. Time: 7 X 50 minute periods – Lecture 1 X 50 minute period – Review 1 X 50 minute period – Written EC Approach: a. (3) Lesson 3 (1 period): Chart Reading a. Demonstrate how to properly fold a map. Describe the characteristics. Describe the characteristics. Describe the “one-in-sixty” rule and demonstrate how to properly apply it. and e. Describe 10 degree drift lines. Emphasize how to interpret other map and topographic symbols. References: a. c. Describe the effect of wind on an aircraft. and b. n. A5 b. properties and uses of a Mercator and Transverse Mercator Projection with respect to aviation. b. Describe how to properly orient a map. Describe how scales and heights are shown on maps. Emphasize all of the information available to a pilot on the legend of a map. k. and f. heading. including opening and closing angles. Demonstrate how to use dead reckoning and pilotage to analyze a map. bearing and track error. Describe how to find the maximum elevation in an area and on a map. Demonstrate how to properly plot bearings and tracks on a map. true track. Redefine the concepts of track. Describe how to use grid references of latitude and longitude to pinpoint locations. Lead a flight planning exercise. 5. d. and o. l.

A-CR-CCP-242/PT-005 8. The student shall attain a minimum of 70% on a written EC. Training Aids: a. VFR Terminal Area Chart. VFR Navigation Chart. c. 3-4-11 . Remarks: a. b. Douglas Protractor. Test Details: a. and e. 9. d. Standard ICAO ruler. Flight Computer. This subject matter will also be examined as part of the Transport Canada Glider Pilot examination. 10.

Defining wavelength. Standard: The student shall pass a written EC to satisfy the Industry Canada Radiotelephone Operators Restricted Certificate (Aeronautical) standard with a minimum pass mark of 70%. and e. b. including call-up. d. including words. UHF) including aviation use and limitations of that band. frequency (including Hz. and f. including the Distress. Given: (1) Publications. Briefly define Direction Finding Assistance. Describe aspects of emergency radio procedures. c. Describe how to use a radio. 2. b.A-CR-CCP-242/PT-005 PO 404 – UNDERSTAND RADIO THEORY Enabling Objective 404. the appropriate frequencies. HF. sky waves. c. VHF. Describe standard messages. 4. message and acknowledgement using glider related examples and shortening of call sign by ATC. reply. Time: 2 X 50 minute periods – Lecture 1 X 50 minute period – Review/Written Test 3-4-12 . Denied: (1) Assistance. 3. phraseology. and how a distress call is performed or relayed. trough. Briefly describe the services provided by Air Traffic Control. Performance: Understand Aeronautical Radio Theory and Operating Procedures Conditions: a. including correct radio check procedure and the readability scale. skip zones and line of sight transmission (limitations). time and the phonetic alphabet. Urgency. pronunciation. Describe priority of communications. including rate. Advisory stations and Flight Service Stations. b. Describe correct message handling procedures. 5. Define ground waves.01 – Understand Aeronautical Radio Theory and Operating Procedures 1. cycle. Security and Medevac call signs. (2) Lesson 2 (1 period): Aviation Services and Emergency Procedures a. Define frequency bands in aviation use (LF. crest. and profanity restrictions. e. Teaching Points: (1) Lesson 1 (1 period): Radio Theory and Phraseology a. d. numbers. MF. kHz and MHz) and amplitude. Describe radio checks.

Remarks: a. Training Aids: Test Details: a. The subject matter may form a part of the TC Glider Pilot examination. A3 b. Lecture. 10. 9. A5 c. 3-4-13 .A-CR-CCP-242/PT-005 6. A13 8. References: a. The student shall attain a minimum mark of 70% on the written EC. 7. Approach: a. This exam will count as the EC for the purposes of this course.

c. Define isobars. Describe the properties of density and pressure. Define wind and pressure gradient. c. k. b. Define a standard atmosphere. 3-4-14 . b. Performance: Understand Meteorological Theory Conditions: a. and Describe low-pressure systems.01 – Understand Meteorological Theory 1. b. Describe pressure systems and how they vary. Describe the effects of changing temperature on pressure. Describe the atmospheric properties of mobility. (2) Lesson 2 (1 period): Meteorological Aspects of Altimetry and Winds a. 3. including how topography affects wind. Define sea level pressure. Describe the composition and physical properties of the Atmosphere. e. Define pressure measurements and typical units. l. Describe horizontal pressure differences. Define pressure altitude and density altitude. h. Emphasize the concept of low level winds and variation in surface wind. Teaching Points: (1) Lesson 1 (1 period): The Earth’s Atmosphere and Atmospheric Pressure a. Describe altimeter setting. 2. Describe the vertical structure of the atmosphere. d. Denied: (1) Assistance. e. high-pressure systems. Standard: The student shall pass a written Meteorology Theory EC with a minimum pass mark of 70%. j. troughs and cols. g. d. ridges.A-CR-CCP-242/PT-005 PO 405 – UNDERSTAND METEOROLOGY Enabling Objective 405. 4. Given: (1) Publications. Describe considerations when flying from high to low and low to high pressure systems. expansion and compression. i. f.

Emphasize the classifications of clouds by height as well as visual recognition. Emphasize the concept of surface friction and how it causes the wind gradient. including dry adiabatic and saturated adiabatic lapse rates. Fog and Lifting Agents a. as applicable. 3-4-15 . and Define lapse rate. l. Describe how the atmosphere is heated. Describe changes of states of matter. d. Describe the various types of fog and how they form. g. Briefly describe the Fahrenheit and Celsius temperature scales. h. Describe how the atmosphere is cooled. (3) Lesson 3 (1 period): Temperature and Moisture a. (5) Lesson 5 (1 period): Air Masses and Stability a. Describe the physical lifting processes of the atmosphere. Briefly describe the type of precipitation or turbulence generally associated with various types of clouds. c. Emphasize the definition of squalls and gusts as defined by the ‘From the Ground Up’. Describe cloud formation and internal structure. Describe how air masses are classified and how they form. Describe temperature variations with altitude emphasizing the concept of inversion. b. j. j. i. e. (4) Lesson 4 (1 period): Clouds. b. specifically sublimation and condensation. and Describe anabatic and katabatic winds. Describe the diurnal effects of winds. Describe the forces acting on the atmosphere including deflection caused by the Earth’s rotation. and e. d. Describe the differences in temperature and lift associated with various surfaces.A-CR-CCP-242/PT-005 f. Define an air mass. k. b. Emphasize the concept of relative humidity and dewpoint. Describe veering and backing. i. h. c. Describe land and sea breezes. g. f. Describe the types of precipitation. Define an isothermal layer.

d. emphasizing convective and mechanical turbulence. Describe seasonal and geographic affects of air masses.A-CR-CCP-242/PT-005 c. Emphasize the air masses that primarily affect North American weather patterns. l. Describe how thunderstorms are developed. stationary. and occluded fronts. h. d. including the average values of the respective slopes. Describe the structure of warm. a TROWAL and an upper front. e. Describe how visibility is affected by stability/instability. Emphasize the concept of wind shear. Emphasize the relationship between lapse rate and stability. Briefly reintroduce the concept of lapse rate. c. b. Emphasize the types of weather associated with stable and unstable air. cold. Describe the cross-section and three dimensional aspects of warm and cold fronts. j. turbulence and precipitation. f. (7) Lesson 7 (1 period): Meteorological Hazards a. Briefly describe typical flight problems associated with fronts. including ceiling. including how they relate to frontal weather. g. Describe subsidence and convergence. g. Describe modifications of stability with respect to surface heating and cooling. Reintroduce the concepts of surface heating and cooling with respect to stability. Describe the formation of fronts. including cloud trends. e. Define a front. Emphasize the definitions of types of fronts. and i. Reintroduce the concepts behind air mass lifting processes. Describe the frontal weather of a warm front. k. m. (6) Lesson 6 (1 period): Fronts a. b. h. c. f. 3-4-16 . Describe how a warm or cold front would be recognized in flight. i. Relate how air masses determine weather. and n. Describe types of turbulence. Describe how air masses change over time and distance. Emphasize the frontal weather at a cold front. visibility.

Describe how altimetry is affected by a thunderstorm. l. i.02. Define a squall line. The student shall attain a minimum of 70% on a written EC. References: a. lightning. j. A7 d. A9 f. Describe the structure of a thunderstorm. 6. Describe the classifications of icing. A5 c. including turbulence. 7. icing. 10. Describe the hazards of in-flight icing. Describe the hazards of a thunderstorm. Time: 7 X 50 minute periods – Lecture 1 X 50 minute period – Review 1 X 50 minute period – Written Meteorological Theory EC Approach: a. hail. k. gust fronts. 3-4-17 . downbursts and microbursts. and Describe a tornado. This material will be examined separately from PO 405. e. including how accretion occurs. Remarks: a. h. rain. Describe how haze and smoke commonly form and their effect on visibility. g.A-CR-CCP-242/PT-005 d. A10 Training Aids: Test Details: a. A8 e. 8. A3 b. Describe flight procedures in the area of thunderstorm including avoidance and direction of flight around a thunderstorm. This subject matter will also be examined as part of the Transport Canada Glider Pilot examination. 9. f. Lecture. b. 5.

and c. Standard: The student shall pass a written Meteorology Interpretive EC with a minimum pass mark of 70%. Emphasize how to decode a METAR. Briefly describe the pilot automatic telephone weather answering service (PATWAS). b.02 – Interpret Meteorological Reports 1. c. f. Given: (1) Publications. d. (2) Lesson 2 (1 period): GFAs and FDs a. g. Describe the process of issuing a METAR. the volcanic ash report including the symbols used on these weather reports and their issue times. Describe a Flight Service Stations (FSS). Briefly describe a transcribed weather broadcast (TWB). Briefly describe significant in-flight weather warning messages (SIGMET). b. and e. satellite imagery used for aviation. Describe the aviation weather briefing service (AWBS). Teaching Points: (1) Lesson 1 (1 period): METARs and TAFs a. including the prognostic chart.A-CR-CCP-242/PT-005 PO 405 – UNDERSTAND METEOROLOGY Enabling Objective 405. Briefly describe other types of weather maps. c. and 3-4-18 . Describe the issue periods and validity of GFAs. Briefly describe the aviation weather information service (AWIS). Emphasize how to decode a TAF. Performance: Interpret Meteorological Reports Conditions: a. Denied: (1) Assistance. Demonstrate how to interpret GFAs. 4. b. 2. 3. Describe how an AWOS METAR is indicated. validity and range of TAFs. Demonstrate how to interpret an FD. e. (3) Lesson 3 (1 period): Meteorological Services and Other Weather Maps a. b. d. Describe the issue period.

References: a. Time: 3 X 50 minute periods – Lecture 1 X 50 minute period – Written Meteorological Interpretive EC Approach: a. This material will be examined separately from PO 405. 9. d. 10. Lecture. Remarks: a. and b. A3 b. b.01. The student shall attain a minimum of 70% on a written EC. A8 e. 8. A7 6. Describe how this type of information is used with respect to flight planning.A-CR-CCP-242/PT-005 h. A9 f. 3-4-19 . 7. Interpretive Exercise(s). A5 c. This subject matter will also be examined as part of the Transport Canada Glider Pilot examination. A10 Training Aids: Test Details: a. 5.

Describe static and dynamic balancing and their effect on flutter. 7. e. c. Describe the three axes of the aircraft and their related (Cartesian) planes.A-CR-CCP-242/PT-005 PO 406 – UNDERSTAND THEORY OF FLIGHT Enabling Objective 406. b. Time: 1 X 50 minute period – Lecture Approach: a. A6 c.01 – Know Airframe Components and Aircraft Systems 1. 9. Performance: Know Airframe Components and Aircraft Systems Conditions: a. 4.02 and PO 406. The student shall attain a minimum of 70% on a written EC. A5 b. Given: (1) Publications. 2.03 and will not be examined until all three enabling objectives have been completed. Describe the various types of aircraft construction. Describe how control surfaces are co-ordinated in proper turns. d. Describe trimming. Teaching Points: (1) Lesson 1 (1 period): Aircraft Components and Aircraft Systems a. b. 3. Describe the secondary controls of an aircraft. References: a. and g. A15 Training Aids: Test Details: a. 6. Denied: (1) Assistance. including how it is performed. 3-4-20 . including spoilers. Describe the primary effect of each control. Lecture. f. flaps and dive brakes. Standard: The student shall pass a written EC with a minimum pass mark of 70%. b. This material will be examined in conjunction with PO 406. 5. 8.

This subject matter will also be examined as part of the Transport Canada Glider Pilot examination.A-CR-CCP-242/PT-005 10. Remarks: a. 3-4-21 .

including induced. Describe the function of airfoils. 2. Define centripetal/centrifugal force. Define the lift/drag ratio. e. Standard: The student shall pass a written EC with a minimum pass mark of 70%. parasite and profile drag. d. Describe the variation of lift and drag with changes in angle of attack. Define Bernoulli’s Theorem. Briefly describe the concept of aerodynamic couples. Emphasize the concept of thrust as it pertains to gliders. Define equilibrium. g. b. Teaching Points: (1) Lesson 1 (1 period): Principles of Flight and Forces Acting on a Glider a. k. 4. Define angle of incidence. i. 3. Emphasize the concept of forces acting on the aircraft during manoeuvres such as turning.02 – Understand the Theory of Flight 1. Define the stalling angle. b. Denied: (1) Assistance. Define angle of attack. j. Define drag. and o. Given: (1) Publications.A-CR-CCP-242/PT-005 PO 406 – UNDERSTAND THEORY OF FLIGHT Enabling Objective 406. f. h. Performance: Understand the Theory of Flight Conditions: a. n. b. Describe airflow and pressure distribution about an airfoil. Describe Newton’s three laws as they apply to flight. m. Define weight. l. (2) Lesson 2 (1 period): Aerofoil and Wing Design a. c. centre of pressure and the effects of increasing the Angle of Attack on the centre of pressure. 3-4-22 . Define lift.

c. and g. f. Describe the inter-relationship between roll and yaw. c. e. Define wing planform. Describe normal flight characteristics at both fore and aft centre of gravity limits. Demonstrate how to perform weight and balance calculations using the ACGP graph and using weight/arm/moment calculations. c. Emphasize the relationship between weight and load factor to stalling speed of an aircraft. Describe dihedral and anhedral. Describe stall/spin flight characteristics at both fore and aft centre of gravity limits. Describe various methods of achieving stability. neutral. Describe the structural limitations of an aircraft as it relates to load factor. negative. h. aspect ratio and camber. Describe aileron drag. Describe how load factor varies in turns. Describe the need for Centre of Gravity limits including when they are exceeded fore and aft. Define area. positive. dynamic loading. directional. including longitudinal. f. g. Define stability. span. Define laminar flow. e. Describe the principle of streamlining. Describe the relationship between wing loading and angle of bank with respect to both coordinated and uncoordinated flight (load factor). Describe the factors relating to total lift and drag of a wing. and f.A-CR-CCP-242/PT-005 c. Define wing loading. d. d. Reintroduce the concept of centripetal force and weight. b. b. b. (4) Lesson 4 (1 period): Stability and Weight and Balance a. 3-4-23 . chord. (5) Lesson 5 (1 period): Practical Aerodynamics a. lateral. d. e. Emphasize how wing spoilers and dive brakes affect the airflow over a wing. Define relative airflow. load factor and gust loads. (3) Lesson 3 (1 period): Wing Additions and Load Factor a. inherent and spiral. and i. Describe how flaps affect the airflow over a wing.

A5 b. best angle of climb and best rate of climb. 7.A-CR-CCP-242/PT-005 d. gliding for distance. best gliding speed. Section 6 6. A6 c. Describe gliding for range. Training Aids: Test Details: a. 9. Define the manufacturer’s standard with respect to calculating approach airspeed based on stall speed. Remarks: a. This material will be examined in conjunction with PO 406.03 and will not be examined until all three enabling objectives have been completed. f. A15. 3-4-24 .01 and PO 406. 8. 10. Describe the effect of temperature and density altitude on flight characteristics. e. The student shall attain a minimum of 70% on a written EC. b. Describe the relationship between stalling airspeed as it relates to angle of bank in coordinated flight. Lecture. Time: 5 X 50 minute periods – Lecture 1 X 50 minute period – Review Approach: a. References: a. and g. This subject matter will also be examined as part of the Transport Canada Glider Pilot examination. 5.

2. Describe the Pitot-Static system. and m. Emphasize the concept behind the operation of the Airspeed Indicator. i. Describe the effect of a blocked pitot or static line. Describe the principles of operation of a vertical speed indicator. Describe how to convert indicated airspeed to true airspeed. Describe the construction of the airspeed indicator including markings. (2) Lesson 2 (1 period): Other Instruments a. 3-4-25 .A-CR-CCP-242/PT-005 PO 406 – UNDERSTAND THEORY OF FLIGHT Enabling Objective 406. 4. Describe the remaining compass errors including magnetic dip. c. principles of operations and errors of a sensitive altimeter. emphasizing turning and acceleration errors. Describe the construction. Describe altimeter setting using a sensitive altimeter. Denied: (1) Assistance. Describe an altimeter. including errors. Standard: The student shall pass a written EC with a minimum pass mark of 70%. j. Given: (1) Publications. d. Describe deviation. Teaching Points: (1) Lesson 1 (1 period): Instruments on the Pitot-Static System a. its principles of operation and errors. e. h. b. Describe how to create an alternate static source. f. g. Describe the principles of operation of a variometer. Describe the Earth’s magnetic field and how it causes compass errors. c. 3. b. b. Describe the construction of a magnetic compass. Define indicated airspeed and true airspeed. Describe lag as it applies to variometers and vertical speed indicators. Performance: Know Flight Instruments Conditions: a.03 – Know Flight Instruments 1. k. d. l.

A6 c. The student shall attain a minimum of 70% on a written EC. g. 7. Section 6 8. 5. This subject matter will also be examined as part of the Transport Canada Glider Pilot examination. 6. Time: 2 X 50 minute periods – Lecture 1 X 50 minute period – Written EC of PO 406 Approach: a. Describe how to properly read a magnetic compass. f. A5 b. 10. h. This material will be examined in conjunction with PO 406. Describe the principle of operation of a direct reading magnetic compass. i. k. A15. References: a. b. and Describe the construction and principles of operation of a Turn and Slip indicator. 3-4-26 . Remarks: a. Emphasize the concept of variation. Describe compass swinging. 9.01 and PO 406. Lecture. j. Describe gyroscopes and the concept of precession. Training Aids: Test Details: a.A-CR-CCP-242/PT-005 e.02 and will not be examined until all three enabling objectives have been completed. Describe how to check compass heading on the ground and in flight.

3. d. including entry. b. d. 4. c. and e. Performance: Know Basic Soaring Procedures Conditions: a. Emphasize the concept of safety considerations when thermalling. (2) Lesson 2 (1 period): Thermals and Thermalling a. c. (3) Lesson 3 (1 period): Ridge and Wave Soaring a. and d. Describe the theory behind wave soaring. overtaking another aircraft in a thermal and right of way while thermalling. tailwind conditions and into wind conditions. b. Denied: (1) Assistance. Describe the procedure for centering a glider in a thermal. and 3-4-27 . Describe methods of determining wind direction and wind speed when airborne. c. Standard: The student shall pass a written EC with a minimum pass mark of 70%. Describe thermals in terms of terrain and time of day. Describe other aspects of mountain flying operations including hazards. Describe the theory behind hill/ridge soaring. Given: (1) Publications. b. Describe the factors that affect wave soaring. Describe visual indications of thermals.01 – Know Basic Soaring Procedures 1. Describe how thermals are formed. e. 2. b. Describe the purpose of staying inside the practice area as it applies to ACGP operations. Teaching Points: (1) Lesson 1 (1 period): General Soaring Information a. Describe the procedure for selection of an airfield for use in off-field landings. Demonstrate how to calculate maximum gliding distance in calm wind conditions. turn direction. lookout. Describe the factors that affect hill/ridge soaring. Describe the considerations for usage of TAS while wave soaring. f.A-CR-CCP-242/PT-005 PO 407 – FLIGHT OPERATIONS Enabling Objective 407.

A-CR-CCP-242/PT-005 g. Time: 3 X 50 minute periods – Lecture Approach: a. 9. References: a. 7. 6. Describe the safety considerations while performing hill/ridge/wave soaring. 8. Lecture. A6 c. overtaking and right of way. 3-4-28 . b. Remarks: This subject matter will also be examined as part of the Transport Canada Glider Pilot examination. 10. including hazards of lee-side operation. A4 b. A14 Training Aids: Test Details: a. The student shall attain a minimum of 70% on a written EC. 5.02 and not until both enabling objectives have been taught. This material will be examined in conjunction with PO 407.

Time: 1 X 50 minute period – Lecture 1 X 50 minute period – Review 1 X 50 minute period – Written EC Approach: a. d. b. and Emphasize the hazards associated with aircraft contamination on the ground (CARS).02 – Understand Flying Hazards 1. Describe how wind shear and the wind gradient affect the aircraft. Describe the Manufacturer’s crosswind limits and why they exist. and how it is a hazard to aircraft. g. 7. Standard: The student shall pass a written EC with a minimum pass mark of 70%. 3. Describe flight operations in rain. Emphasize the characteristics. Describe how to create an alternate static source for the aircraft. Teaching Points: (1) Lesson 1 (1 period): Flying Hazards for Glider Pilots a. h. Lecture. A6 c. 6. 4. 5. e. i. c. Describe how to operate with limited instrumentation. References: a. Performance: Understand Flying Hazards Conditions: a. Describe cloud avoidance techniques and the procedure to follow upon inadvertent cloud entry. Emphasize hazards associated with wake turbulence and how to avoid it. b. 2. Denied: (1) Assistance. j. including refraction error. spins and spiral dives. A4 b. recognition and recovery of stalls. A14 3-4-29 . f. Describe wind speed and crosswind.A-CR-CCP-242/PT-005 PO 407 – FLIGHT OPERATIONS Enabling Objective 407. Given: (1) Publications.

A-CR-CCP-242/PT-005 8. The student shall attain a minimum of 70% on a written EC. Remarks: a. 3-4-30 . This material will be examined in conjunction with PO 407. Training Aids: Test Details: a. This subject matter will also be examined as part of the Transport Canada Glider Pilot examination. 10. b.01 and not until both enabling objectives have been taught. 9.

01 – Be Aware of the Principal Aeromedical Requirements in Aviation 1. The Pilot and the Operating Environment: (1) (2) (3) (4) (5) c. b. 3-4-31 . b. Hearing. Denied: (1) Assistance. 4. and Heat/Cold – Hyperthermia and Hypothermia. Orientation/Disorientation (including visual/vestibular illusions). and c. and Definitions only of Positive and Negative/Reduced G.A-CR-CCP-242/PT-005 PO 408 – UNDERSTAND THE PRINCIPLES OF HUMAN FACTORS IN AVIATION Enabling Objective 408. Performance: Be aware of the Principal Aeromedical Requirements in Aviation Conditions: a. which will include as a minimum: a. 3. Medications (Prescribed/Over the counter). Given: (1) Publications. b. Aviation Physiology: (1) (2) (3) (4) (5) (6) Hypoxia/Hyperventilation. Gas expansion effects. Personal Health and Fitness. The Pilot and the Operating Environment. Aviation Psychology: (1) Stress. Teaching Points: As per CFSAT Brief. Aviation Physiology. Diet and Nutrition. Vision. Aviation Psychology. 2. Standard: Students must attend a briefing delivered by the Canadian Forces School of Aeromedical training (CFSAT) to become aware of: a. Substance Abuse (Alcohol/Drugs).

Briefing. Time: 3 X 50 minute periods – Briefing Approach: a. 6. This material is not assessed via a separate written EC during the Ground School program. 7. Training Aids: Test Details: a. References: a. Remarks: a. A3 b. 10. A12 8. This subject matter will be examined as part of the Transport Canada Glider Pilot examination.A-CR-CCP-242/PT-005 5. 3-4-32 . 9.

7. 9. 3-4-33 . Denied: (1) Assistance. Crew Resource Management Issues. Training Aids: Test Details: a. 3. and c. Briefing. References: a. b.A-CR-CCP-242/PT-005 PO 408 – UNDERSTAND THE PRINCIPLES OF HUMAN FACTORS IN AVIATION Enabling Objective 408. Remarks: a. b. Given: (1) Publications. This material will not be assessed via a separate written EC during the Ground School program. Performance: Be Aware of the Basic Principles of Pilot Decision Making Conditions: a. 6. Teaching Points: As per the Transport Canada Brief. 5. 10. 4. 2. A3 b. This subject matter will be examined as part of the Transport Canada Glider Pilot examination.02 – Be Aware of the Basic Principles of Pilot Decision Making 1. Situational Awareness. Time: 3 X 50 minute period – Briefing Approach: a. Standard: Students must attend a briefing delivered by Transport Canada to become aware of: a. Human Performance in Aviation. A12 8.

3. References: a. Denied: (1) Assistance. Standard: Students shall attend a Flight Safety Briefing given by the Directorate of Flight Safety (DFS). 7. 2. Teaching Points: As per the DFS Briefing.Briefing Approach: a. Training Aids: Test Details: a. Time: 3 X 50 minute period . Given: (1) Publications. 4. 5.01 – Be Aware of Flight Safety 1. 3-4-34 . 9. TBD 8. Briefing. Performance: Be Aware of Flight Safety Conditions: a.A-CR-CCP-242/PT-005 PO 409 – BE AWARE OF FLIGHT SAFETY Enabling Objective 409. 6. This course is attendance only and will not be otherwise assessed as part of the Ground School program. b.

4th edition. TP876E. Aviation Regulations TP11919E. 3rd edition – Environment Canada Air Command Weather Manual TP 9352E Aviation Routine Weather Reporting – METAR Aviation Weather Services Guide (Nav Canada) Lambert Conformal Conic Visual Navigational Chart (VNC) Series Maps (1: 500. July 2000 Aeronautical Information Manual (AIM) Canada TP14371E SOAR and Learn to Fly Gliders. April 2002 Transport Canada – Student Pilot Permit or Private Pilot License for Foreign and Military Applicants.A-CR-CCP-242/PT-005 MAIN REFERENCES FOR SECTION 4.000) Canadian Aviation Regulations (CARs) TP12916 Industry Canada Radiotelephone Operators Handbook (RIC 21) Gliding by Derek Piggott A-CR-CCP-242/PT-005 Air Cadet Gliding Program Manual A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 3-4-35/3-4-36 . 12th edition. from the Soaring Association of Canada From the Ground Up A-CR-CCP-263/PT-001 Millennium edition The Joy of Soaring by Carle Conway Weather Ways. ACADEMIC TRAINING A1 Transport Canada Glider Pilot License and Study Reference Guide.

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will be graded SAT or UNSAT. The flight time for each flight shall be recorded in the “FLT TIME” column.g. A remark of DNCO (Duty Not Carried Out) shall be assigned in cases where. except during the summer Glider Pilot Course when Present Qualification. the approval of the Flight Commander is required.ASSESSMENT & DOCUMENTATION COMPLETING PROGRESS CARDS All items at the top of the card shall be completed. EDs. Unsatisfactory and Marginal OFRs shall be written in red. Unsatisfactory and Marginal OFRs shall be indicated in red. an OFR shall be awarded based on the tasks completed. and Flt Time may be omitted. In cases where DNCO is assigned to a portion of the flight. the instructor who flew with the student or monitored the solo flight shall be listed in the “Instructor's Name" column. Prior to declaring a flight and/or a portion of a flight DNCO. for reasons beyond the control of the PIC. AL 1 (famil trip) will not be graded. not scheduled. Marginal. If the student has flown. An OVERALL FLIGHT RATING (OFR) shall be assigned for each dual flight. Extra Dual flights shall be identified with an “ED” in the AL column. illness. a specific task or tasks could not be completed. e. COMPLETING THE STUDENT ACTIVITY RECORD An entry shall be made for each day of the course. If the student has not flown. Below standard PLs on Marginal and Unsatisfactory trips shall be indicated in red. UNSAT flights which contribute to Unsatisfactory Course Progress shall be indicated by red shading of the bottom right corner of the card. An OFR for each flight (except AL 1) shall be recorded in the “OFR” column. the Flight Commander shall be notified prior to the next flight. The reason for the DNCO shall be indicated in the narrative on the card. In the case of Unsatisfactory. the reason shall be detailed in the “Instructor's Name” column. PROFICIENCY LEVELS (PL) shall be assigned for all assessed exercises. and Review Flights. or DNCO flights. Comments shall not be written as student debriefing points or remedial suggestions. Solos. Card 1 (Yellow) 3A-1 . etc. INSTRUCTOR’S COMMENTS shall be clearly referenced to a specific exercise and shall be written specifically for the Flt Comd. Comments corresponding to a below standard PL shall be indicated in red.A-CR-CCP-242/PT-005 ANNEX A STANDARDIZED NATIONAL STUDENT PILOT PROGRESS BOOK PROGRESS BOOK . Purpose of Flight. Review flights shall be identified with a “RW” in the AL column. winds out of limits. poor weather.

PRE SOLO AIR Lesson AL 1 AL 2 AL 3 AL 4 EXERCISE Familiarization Flight Attitudes and Movements Attitudes and Movements Air Tow. Modified Circuit Launch Emergency. Secondary Effect of Controls and Circuit Procedures Gentle Turns. Flight Management. Straight Glide and Medium Turns Take Off. Downwind Landing Launch Emergency General Progress Check SOLO FLIGHT CHECK REL AGL 2 000 2 000 2 000 2 000 TIME TOTAL DUAL : 12 : 12 : 12 : 12 SOLO 0:12 0:24 0:36 0:48 AL 5 AL 6 AL 7 AL 8 AL 9 AL 10 AL 11 AL 12 AL 13 AL 14 AL 15 AL 16 AL 17 AL 18 AL 19 AL 20 AL 21 AL 22 AL 23 AL 24 2 000 2 000 2 500 2 500 2 500 2 500 2 000 3 000 3 000 1 500 1 500 2 500 1 500 1 500 2 500 800 400 600 A/R 3 000 2 500 : 12 : 12 : 15 : 15 : 12 : 12 : 12 : 18 : 18 : 10 : 10 : 15 : 10 : 10 : 15 : 05 : 04 : 04 : 18 : 15 1:00 1:12 1:27 1:42 1:54 2:06 2:18 2:36 2:54 3:04 3:14 3:29 3:39 3:49 4:04 4:09 4:13 4:17 4:35 4:50 Card 2 (Yellow) 3A-2 .A-CR-CCP-242/PT-005 FLYING TRAINING SYLLABUS . Approach and Landing Basic Stalls Air Tow Positions and Stalls Steep Turns and Stalls in Turns Slipping Slipping Turns Incipient Spins and Drift Illusions Spins and Spirals Flight Management Circuit Modification (High) Circuit Modification (High) Circuit Modification (Low) Circuit Modification (Low) Upgrade Launch Emergency.

POST SOLO Solo S1 AIR LESS EXERCISE First Solo: Gentle and Medium Turns REL AGL 2 000 1 500 1 500 1 500 1 500 1 500 2 000 1 500 1 500 2 000 2 000 2 000 2 500 1 500 1 500 1 500 1 500 1 500 3 000 1 500 1 500 1 500 1 500 1 500 2 500 TIME TOTAL DUAL SOLO : 12 : 10 : 10 : 10 : 10 : 10 : 12 : 10 : 10 : 12 : 12 : 12 : 15 : 10 : 10 : 10 : 10 : 10 : 18 : 10 : 10 : 10 : 10 : 10 : 15 6:00 3:28 5:02 5:12 5:22 5:32 5:42 5:52 6:04 6:14 6:24 6:36 6:48 7:00 7:15 7:25 7:35 7:45 7:55 8:05 8:23 8:33 8:43 8:53 9:03 9:13 9:28 9:28 AL 25 S2 S3 S4 S5 AL 26 S6 S7 S8 S9 S10 AL 27 S11 S12 S13 S14 S15 AL 28 S16 S17 S18 S19 S20 AL 29 Post-Solo Progress Check Second Solo: Medium Turns Third Solo: Medium Turns Fourth Solo: Medium Turns Fifth Solo: Steep Turns Progress Check Sixth Solo: Steen Turns Seventh Solo: Steep Turns Eighth Solo: Gentle Stalls Ninth Solo: Medium Stalls Tenth Solo: Spoiler Open Entry Stalls Comprehensive Progress Check Eleventh Solo: Crosswind Operations Twelfth Solo: Crosswind Operations Thirteenth Solo: Medium & Steep Turns Fourteenth Solo: Medium & Steep Turns Fifteenth Solo: Medium & Steep Turns Pre Flight Test Comprehensive Progress Check Sixteenth Solo: Slipping Seventeenth Solo: Slipping Eighteenth Solo: Medium & Steep Turns Nineteenth Solo: Medium & Steep Turns Twentieth Solo: Medium & Steep Turns FINAL FLIGHT TEST TOTAL FLIGHTS: 49 (27 DUAL. Flight altitudes may be altered throughout the course to meet the aim of the mission.A-CR-CCP-242/PT-005 FLYING TRAINING SYLLABUS . 2 CHECKS) NOTES 1. Card 3 (Yellow) 3A-3 . 2. however. 3. a dual review is mandatory. 20 SOLO. After six (6) consecutive solo flights. The Final Flight Test should be conducted after all solos have been flown. it may be conducted at any time after the Pre Test mission (AL 28) has been flown.

Trainee required minimal verbal cues to analyze and/or correct errors. Card 4 (Yellow) 3A-4 . 2 3 4 5 DEFINITIONS: MAJOR AND MINOR ERRORS MAJOR A Major Error is an error that significantly detracts from the ideal and/or jeopardizes the safety or successful completion of the task. A Marginal OFR cannot be given after AL 22. Trainee required verbal and/or physical assistance to avoid making major errors. making only minor errors. The Student completed the task without assistance. The Student completed the task. The student performed all tasks to the level required by the TP. and easily performed the remaining tasks to the level required by the TP. MNOR A Minor Error is an error that detracts from the ideal but does not jeopardize the successful completion of the task. then that flight will be assessed as Unsatisfactory. The Student completed the task but required verbal and/or minor physical assistance to avoid making major errors.A-CR-CCP-242/PT-005 PROFICIENCY LEVELS (PL) 1 The Student was not capable of completing the task. The Student completed the task without assistance and without error. OVERALL FLIGHT RATINGS (OFR) UNSAT The student’s overall performance did not meet the level required. MARGINAL ACHIEVED STANDARD WITH DIFFICULTY ACHIEVED STANDARD The student experienced difficulty achieving the minimum levels required by the TP. STANDARD EXCEEDED The student performed the majority of the tasks to a level higher than required by the TP. For a Marginal OFR on Flights AL 1 to AL 22 inclusive: The failed exercise must be flown to the required standard during the next flight. UNSAT Course Progress Procedure to be followed. making only minor errors. The student was unable to achieve the level required by the TP on one task. If the required standard has still not been met. Further practice is required. The level was not met on two or more exercises. Further instruction is required. Trainee was able to self-analyze and correct errors.

g. the record shall indicate the date and the reason. DATE AL No. not scheduled. etc.A-CR-CCP-242/PT-005 STUDENT PILOT: INITIAL INSTRUCTOR: INSTRUCTOR CHANGE RECORD NEW INSTRUCTOR REASON FOR CHANGE HOURS DATE STUDENT ACTIVITY RECORD Daily entries are mandatory If the student does not fly on a particular day. e. sickness. OFR INSTRUCTOR’S NAME or REASON FOR NO FLIGHTS FLT TIME REG No. weather. Card 5 (Yellow) 3A-5 .

OFR INSTRUCTOR’S NAME or REASON FOR NO FLIGHTS FLT TIME REG No. sickness. e.g. the record shall indicate the date and the reason. etc. DATE AL No. not scheduled. Card 6 (Yellow) (Note . weather.Number of cards used depends on daily activity) 3A-6 .A-CR-CCP-242/PT-005 STUDENT ACTIVITY RECORD (continued) Daily entries are mandatory. If the student does not fly on a particular day.

Card 7 (Yellow) 1 1 1 1 1 1 1 2 2 2 2 2 1 2 1 2 1 1 1 1 1 1 1 1 1 2 2 3 2 2 2 2 3 3 2 2 2 2 3 3 3 3 3 3 3 3 3 2 3 3 3 3 2 2 3 3 3 3 2 3 2 3 2 3 2 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 3 AIR LESSON PRE-FLIGHT GROUND HANDLING TAKE-OFF EMERGENCY AIR TOW RELEASE INCIP SPIN RECOVERY SPIRAL DIVE RECOVERY STALL SLIPPING SLIPPING TURNS PROFICIENCY LEVEL STANDARDS 3A-7 STRAIGHT GLIDE GENTLE TURNS MEDIUM TURNS STEEP TURNS DOWNWIND BASE TURN BASE LEG FINAL TURN FINAL APPROACH LANDING CIRCUIT MODIFICATION FLIGHT MANAGEMENT AIRMANSHIP A-CR-CCP-242/PT-005 .

A-CR-CCP-242/PT-005 STUDENT: PURPOSE OF FLIGHT: INSTRUCTOR: AIR LESSON: REG: EXERCISES PRE-FLIGHT GRND HANDLING TAKE-OFF EMERGENCY AIR TOW RELEASE SPIN/INCIPIENT SPIRAL DIVE STALL SLIPPING SLIPPING TURN STRAIGHT GLIDE GENTLE TURNS MEDIUM TURNS STEEP TURNS DOWNWIND BASE TURN BASE LEG FINAL TURN APPROACH LANDING CIRCUIT MOD FLT MGMT AIRMANSHIP DUAL OFR: UNSAT MARGINAL UNSAT PL WIND: ALT: PRESENT QUAL: FLT TIME: DATE: RWY : NOTES . Review – Green) 3A-8 . Solo – White.AS AS STD EXCEEDED SAT APPT ED/REVIEW/SOLO OFR: ED / REVIEW AUTH SIGNATURE: INSTRUCTOR INITIALS STUDENT INTIALS Card 8 (Dual – Blue.

Student can open and close the release knob. 4. 5. 6. 1. student can move the control column to its full forward stop . . and can move both rudder pedals to their full forward stop. . metal seat-back and is below the seat's top brace. Student needs rudder adjustments set at Student needs rudder blocks Y / N Student needs Student needs curved and 1” seat spacers and flat back spacers. . While properly strapped in. Card 9 (Yellow) 3A-9 . . 3. INSTRUCTOR SIGNATURE: DATE: This card shall be held with the student's Progress Book. 2. Student can see the VON mark. prior to the first Flight Progress Card. .A-CR-CCP-242/PT-005 INITIAL COCKPIT FITTING STUDENT: INSTRUCTOR: Instructor to initial item 1 through 7 after confirming each item. Only one seat cushion and one back cushion is installed. 2” seat spacers. Only one curved back-spacer is installed and is fitted with the curvature flush to the . 7. . Student can open and close the spoilers with one hand. Seat-spacers do not inhibit movement of the control column.

A-CR-CCP-242/PT-005 (this page intentionally left blank) 3A-10 .

A-CR-CCP-242/PT-005 ANNEX B to CHAPTER 3 QUALIFICATION STANDARD SGS 2-33A AIR CADET GLIDER PILOT COURSE FOREWORD 1. 2. This QS must be used in conjunction with the applicable specification for the purpose of producing the Training Plan. The Transport Canada standards for Glider Pilot shall be met. This Qualification Standard (QS) is issued on the authority of the Chief of the Defence Staff. convened at 17 Wing Winnipeg. CFS and Standards Representatives form each of the Cadet Training Regions. This publication is effective upon receipt. conduct and evaluation of the training program. Managing Authority: Matching Agency: 1 Canadian Air Division / D Cdts & JCR Air Cadet League of Canada / D Cdts & JCR 3B-1 . The academic training consists of 60 instructional periods. PREFACE 1. developed this QS. Canadian Forces Manual of Individual Training. The flying syllabus consists of comprising 29 dual flights and 20 solo flights. The requirements needed to support the attainment of these objectives.GENERAL AIM 1. AF Trg. 3. b. CHAPTER 1 . TRAINING STRATEGY 3. OUTLINE OF TRAINING 2. CHAPTER 2 . in December 2003. USE OF QUALIFICATION STANDARD 4. b. The members of the board consisted of 1 Cdn Air Div HQ A1 Trg. 2. Agencies include: a. The managing authority for this Quality Standard is 2 Cdn Air Div HQ. The aim of the training resulting from this QS is to award Air Cadet Glider Pilot Wings.TRAINING MANAGEMENT DETAILS RESPONSIBLE AGENCIES AND TRAINING ESTABLISHMENTS 1. Suggestions for changes shall be forwarded through normal channels to AF AOT/ACGP SET. The training requirement will be achieved through a formal course. This QS shall be used as the primary authority governing the design. The Performance Objectives (POs) that the member shall achieve. It was prepared in accordance with the concept of training outlined in the A-P9000 series. This QS contains: a. A Qualification Standard Writing Board.

The CFI and Flt Commanders shall not normally be assigned instructional responsibilities for specific students. Commissioning Agency: Nominating Agencies: D Cdts & JCR Provincial Air Cadet Leagues / RCSUs 2. D/Flt Commanders shall not normally carry students. which are responsible for the conduct and evaluation of the training program. Flight line instructors shall not carry more than four students and. The capacity varies with each RGS. 3B-2 . PREREQUISITES 4. SCHEDULING 3. This course is offered in both official languages. first-year instructors shall not carry more than three students. Courses will be conducted in each of the five regions annually during the cadet summer training period. the maximum number shall be one student. Valid TC Cat 3 Medical (A Medical Cat 4 is acceptable provided that the category has been assigned by a TC Medical Examiner following a normal Aviation Medical) Weight must be between 90 lbs and 200 lbs. Provincial Air Cadet Leagues Regional Cadet Support Units CAPACITY 8. Height must be between 5” and 6’3”. however. th Be not less than 16 years of age and not past his or her 19 birthday as of 1 September for the year of training. if possible. d.A-CR-CCP-242/PT-005 c. if the requirement exists. c. b. Personnel must meet the following prerequisites prior to arrival for training: a. d. TRAINING ASSISTANCE 7. The designated Training Establishment are the five Regional Cadet Gliding Schools. b. however. c. Training assistance will be required from: a. Instructors: Instructors shall hold valid TC Glider Instructor Rating and have completed the ACGP Glider Pilot Instructor Course. Wings / bases associated with each of the RGSs. the maximum number shall be two students. INSTRUCTOR ALLOCATION 6. TRAINING DURATION 5. if the requirement exists. This training will require approximately six weeks. LANGUAGE OF INSTRUCTION 9.

CREW RESOURCE MANAGEMENT (CRM) – The effective utilization of communication and organizational skills by each crewmember to ensure the safe and effective completion of all tasks and duties.A physical performance that may be accompanied by verbal explanation. CIRCUIT MODIFICATION – Modification to a conventional circuit due to all significant unforeseen events ie. the Solo Check / ground school tests. RELATED DOCUMENTS 12. (Further information to be added as applicable). d. air picture. FLIGHT MANAGEMENT – Manoeuvring a glider from the point of release to the circuit IP that includes the ability to judge altitude. This does not preclude the class senior from commenting on positive matters or reporting problems as they arise. cross-runway and straight ahead landing premature releases. The related documents are: a. traffic. and environmental considerations. Critique sessions will be held at the termination of each course to obtain feedback on learning activities. planning. A-CR-CCP-242/PT-005 1 Cdn Air Div Orders CATOs Regional Orders TRAINING SUPPORT 13. CRITIQUES 14. position. QUALIFICATION 11. wind assessment and lookout are examples of airmanship. and to examine in detail. situation awareness. The following terminology is used in chapter 4 of this document: AIRMANSHIP . b. DEMONSTRATE .A-CR-CCP-242/PT-005 ENVIRONMENTAL PROTECTION CONSIDERATIONS 10. common sense. ENABLING OBJECTIVE – The knowledge. the presentation of training program content. TERMINOLOGY 15.To determine logically how the end result was or is to be achieved.All aspects of an individual's flying performance that are not covered by established procedures or directives. Successful completion of the training based on this QS will result in the awarding of Air Cadet Glider Wings and Transport Canada Glider Pilot License. Relevant environmental protection considerations and procedures are to be included in the production of the training plan where required. Good judgement. c. skills and / or attitudes essential to the attainment of the PO. 3B-3 . high sink or spoilers stuck scenarios. RCSUs shall arrange for all facilities and materials required to conduct this course. and administration procedures. This specifically excludes downwind. ANALYZE . ENABLING CHECK – An evaluating instrument used to determine whether or not students have mastered the standards associated with an enabling objective eg.

. Any course member who fails to demonstrate safe working habits or who does not follow all safety precautions will be considered to have not met the minimum Performance Check (PC) requirements.ASSESSMENT OF COURSE MEMBERS GENERAL 1. trainer. MINOR PHYSICAL ASSISTANCE – A control restriction or minor control pressure at a key stage in a flying sequence. Pass/Fail assessment of each course member will be based on the successful completion of all POs as stated in Chapter 4 of this publication and the successful completion of the Transport Canada Glider Pilot Exam. mission. TASK . b. a labour. the consequences of further failure(s). TRIP ASSESSMENT . PROGRESS MONITORING 3.The lesson to be learned. or responsibility to be performed. power settings. 3B-4 . SITUATIONAL AWARENESS . b.Applicable airspeeds. PERFORMANCE OBJECTIVE – a formal statement of job-related training requirements. Attained through attentiveness. Members should receive formal indication of their progress in the course.. Performance . 2. and the disposition options available. MECHANICS . or simulation. PERFORMANCE CHECK – An evaluating instrument used to determine whether or not students have mastered the standards associated with a performance objective.the rudimentary methods of performance. which prescribes: a. Continuous monitoring of the course member's progress is required to provide: a. Proficiency levels generally increase as the course progresses.An appraisal or evaluation of a combination of tasks as observed and commented upon during a flight. Both knowledge and skill are the enablers by which a task may be performed.How and/or how well the performance must be completed PROFICIENCY LEVELS – The level of adeptness that a student should be capable of achieving through the combination of knowledge and skill in the performance of a task. Feedback to the trainee. The training unit shall monitor the candidate's progress during the training by administering Enabling Checks (ECs). piece of work. c. CHAPTER 3 . written in a threepart format. OPERATIONAL LIMITATIONS: Limitations set on gliding operations as described in A-CR-CCP-242/PT005.A-CR-CCP-242/PT-005 MAJORITY – More than one half (51% or more).The conditions under which the performance must be completed Standard . Early warning of difficulty which may allow the avoidance of more serious problems.What the trained member must be able to do on the job Conditions . ECs may be in the form of written tests or flights.A cognizance or appreciation of the relevant circumstances and conditions occurring at any given moment. Members who experience difficulty are to be informed of the consequences of marginal assessment. procedures etc. Performance checks for this course consist of the Final Flight Test and the Transport Canada Written Exam.

making only minor errors. e. Results of PCs. NOTE: Level 3 meets the Performance Objective (Standard) for the Glider Pilot Course 7. These levels are to be used to assist in defining the degree of proficiency required to meet this standard. Candidate required minimal assistance to analyze and/or correct errors. such as: unserviceable equipment. Interviewing/counselling results. making minor errors. Candidate was able to self-analyze and correct errors. Candidate required verbal and/or physical assistance to avoid making major errors. and.A-CR-CCP-242/PT-005 c. or LEVEL 5 .Candidate completed the task but required verbal and/or minor physical assistance to avoid making major errors. and. PROFICIENCY LEVELS (PROGRESS MONITORING) 5. d. Further practice is required. d. Following each flight. NOTE: Where a task is not completed for reasons unrelated to the candidate's performance. Record files shall be maintained for each trainee and reflect the following: a. etc. LEVEL 2 . Identification of elements requiring observations such as leadership. 6. c. the instructor shall rate individual tasks using one of the five proficiency levels listed below: LEVEL 1 . The actual proficiency level requirements for any specific task will be determined by the training establishment in their Training Plan/Check Ride details and will be consistent with the Standards as detailed in Chapter 4 of this document. Information for a Progress Review Board (PRB). etc. b. LEVEL 4 .errors that detract from the ideal but do not jeopardize the successful completion of the task or accomplishment of the Performance Objective 3B-5 . Further instruction is required. The following definitions will apply to the rating of candidates: Major errors . the task shall be assigned the following designation: DNCO – Duty Not Carried Out (reason shall be elaborated upon in the narrative). and Minor errors .Candidate was not capable of completing the task. Completion of essential training activities required by POs. Feedback on the effectiveness of training. 4. participation. written or practical tests. Enabling Checks (ECs). as specified in the assessment plan.Candidate completed the task. as well as to provide a vehicle for progress monitoring.Candidate completed the task without assistance. LEVEL 3 . Equitable distribution of training assignments. unsuitable environmental conditions or the situation not presenting itself during the trip.Candidate completed the task without assistance and without error.errors that significantly detract from the ideal and/or jeopardize safety or the successful completion of the task.

The trip immediately preceding a flight test may not be rated as marginal No Enabling or Performance Checks may be rated as marginal b. if: a.A-CR-CCP-242/PT-005 TRIP ASSESSMENT (TRAINING MISSIONS) 8.The student performed the majority of the tasks to a level higher than required by the TP. Unsatisfactory – The Student’s overall performance did not meet the level required by the TP. the candidate's overall performance of the trip shall be assessed by the instructor as follows: a. Achieved Standard with Difficulty . 10. and training establishment resources and facilities. Standard Exceeded . Unsatisfactory Course Progress includes: a. A Failed Transport Canada Exam. A course member will normally be permitted one repeat PC on any failed PO. and which refer to airmanship or HPMA (CRM) related activities. and easily performed the remaining tasks to the level required by the TP. b. UNSATISFACTORY COURSE PROGRESS 11. Marginal – The student was unable to achieve the level required by the TP on one task. and supported by an observed task. Failure of any supplemental attempt will normally constitute course failure. is practicable in terms of instruction time. excluding Review flights 3B-6 . The attempt is likely to be successful. c. NOTES: (b) (c) (d) (2) Those items which are commented upon in any assessment. if needed. Any failed EC. the member's time. Solo flight is not authorized following a marginal assessment. b. In addition: (a) The syllabus trip immediately following a marginal or unsatisfactory syllabus trip may not be rated as marginal. Following the rating of individual tasks using the 1-5 proficiency level scale. Failure to achieve the required standard on two tasks will constitute an Unsatisfactory rating. or Any UNSAT trip. (1) Every effort shall be made to correct performance deficiencies as soon as possible. d. e.The student experienced difficulty achieving the minimum levels required by the TP. and. Extra tutoring. c. shall be directly related to. Achieved Standard – The student performed all tasks to the level required by the TP. The attempt can be completed before the scheduled training program serial end date. c. SUPPLEMENTAL ASSESSMENT 9.

c. The record of the IR shall be entered into the student’s progress book or ground school file as applicable. may be granted. IRs resulting from flight training may be completed at the gliding site. Four UNSAT trips during the course (including ECs and PCs but not including Review flights). Where applicable. or up to one ED. Results of any PRB shall be recorded and any recommendations shall be forwarded to the RCA Ops O.Conducted by a Deputy Flight Commander. IR(1) . Once a student’s progress has constituted a course failure. 13. IR(3) . or morale. REMOVAL FROM TRAINING 17. including re-writes. Course Failure is defined as: a. b. IR(2) . 15. the person conducting the IR may recommend that a Progress Review Board (PRB) be convened. For administrative or disciplinary reasons. IRs shall be conducted in sequence. an interview with the student and/or instructor may be conducted. Failure of a retest on the PC. b. 3B-7 .A-CR-CCP-242/PT-005 12. Each of the first three instances of Unsatisfactory Course Progress (UCP) shall result in an Independent Review (IR). c. One rewrite or up to two EDs may be granted b. One rewrite. IAW Cadet Administrative and Training Orders (CATO) 54-26. convened under the direction of the RGS CO. a PRB shall be convened. If a single ED will not address the student’s flying difficulties. of the other students. or higher. consisting of a review of the student’s training with prescribed corrective measures. Recommended action will normally be one of the following: a.Conducted by a Flight Commander. a student may appear before a PRB. One rewrite. or Failure of a Transport Canada Exam re-write. Personnel responsible for each IR. When the student’s progress is below the minimum standard and there is no likelihood that the required standard will be attained. safety. or higher. and/or Repeated air sickness. d. As a result of poor performance or conduct. and the prescribed corrective measures are as follows: a. b. a second ED may be granted by a Flight Commander. c. PROGRESS REVIEW BOARD (PRB) 16. or Cease training. When the student’s continued presence on the training program is adversely affecting the training.Conducted by the CFI/CGI. COURSE FAILURE 14. or up to two EDs. b. the RCA Ops O may direct that a member be removed from training: a. may be granted. Failure of any four ground school ECs. or the CFI. Continue with remedial training. or higher. If at any time it becomes evident that the IR process will not address the student’s difficulties.

and aircraft checks. A poor or excellent performance should be rating accordingly. Standardized flying testing provides a consistent assessment of the candidate’s level of achievement and a measure of progress at various stages of training. When the test has been completed a thorough debriefing is to be given to the candidate. An opinion of ability should be withheld until a task is completed to a allow an overall impression of the performance to be made. The Commanding Officer shall forward course reports according to RCSU policy. form CF 1364. Each task shall be rated as soon as it has been completed. 5. Candidates should not be tested under adverse weather conditions. d. 3. The testing officer shall. R/T. Prior to the test the candidate shall be briefed on the conduct of the test. The training establishment shall prepare a Sea. Block 11 shall be completed as either PASS or DID NOT PASS. 6. Suggestions or criticisms are not to be made during the test. Flying tests require reliance on the testing officer’s experience and judgment. Using this system. The tendency to confine ratings to the central range should be avoided. A caution that simulated emergencies may be given at any time during the trip shall be emphasized. when judging a performance. 3B-8 . Army and Air Cadet Course Report. the overall rating of the two attempts shall not exceed the minimum acceptable. Control of the aircraft is not to be taken unless safety demands or unless an aircraft controllability check is deemed to be necessary. c.FLYING TEST ADMINISTRATION GENERAL 1.A-CR-CCP-242/PT-005 COURSE REPORTS 18. The tendency to start with “ideal” (PL 5) and to reduce the rating by one point for each error is to be avoided. The testing Officer should ensure that the aircraft has no unusual characteristics. b. f. Personality traits must not influence the results of the test. for each course member. Only the performance of the candidate is to be tested. Test results must be valid. The briefing shall include a brief trip outline and cover the areas of responsibility for lookout. If possible. 2. the testing officer shall adhere to the following: a. e. consider the candidate’s knowledge of procedures. the candidate should be allowed to repeat what appears to be an isolated “Unsatisfactory” task. 4. Additional comments on the member's strengths and weaknesses may be made with reference made to specific POs. aircraft handling techniques (accuracy and smoothness) and airmanship. g. To maintain the highest degree of standardization during the test. To this end all tests must be administered fairly. Block 12 (potential instructor for the course) shall be indicated N/A. using on of the proficiency levels defined in Annex A to this Chapter. ANNEX A . Any variation from the ideal with respect to such factors as weather and aircraft serviceability must be compensated by a suitable allowance. 19. The aim of Regional Gliding Schools is to produce pilots of a pre determined quality. however. the candidate is awarded a proficiency level which most accurately describes the performance.

16. Given: (1) (2) (3) (4) (5) (6) b.A-CR-CCP-242/PT-005 7. 2. Performance: Prepare for Daily Operations. 6. Denied: (1) (2) c. if a student fails to achieve the required proficiency level in a maximum of two tasks. 3. d. 5. b. c. The partial re-test shall only include the failed sequences and those sequences required to accomplish the re-test. Refs Supervision Glider Tow-plane Tow Ropes Vehicle Tow Ropes/Tow bars Ground Crew Daily Ops Brief Environmental – Within operational limits IAW specified references and established procedures: Standards: a. a “partial re-test” may be authorized for an otherwise strong test. At the discretion of the CFI. Flying Orders. Conditions: a. K4. 2. Positioning Gliders Relay launch Signals Hook-Up Tow Plane and Glider Perform Wing/Tail person duties Recover Gliders 4. S23-26. 8. 15. Specification Tasks. If practical. 18 Training Limitation: Nil 1. 5. 17. e. Performance: Support Glider Launch and Recovery Conditions: a. 12. PO 402 Specific Reference Numbers: A-CR-CCP/242-PT-005. Given: (1) Glider 3B-9 . a testing officer should not carry out more than one test on the same course member. The testing officer who administered the original test shall not retest a candidate.PERFORMANCE OBJECTIVES PO 401 1. CHAPTER 4 . Skills and Knowledge Numbers: T11.

c. Performance: Perform Ground Handling 2. Specification Tasks. 15-18 6. Supervision Daily Ops Brief Daily Inspection Checklist A/C Logs Airfield Equip Environmental – Within Operational Limits 3. S1. 2. Given: (1) (2) (3) b. Apply Weather and Ops Brief Information Apply DI Checklist Verify A/C Logs Set Up and tear down Airfield Equipment (under supervision) 4. Specific Reference Numbers: A-CR-CCP-242/005. Supervision Refs Glider Tow Rope Ground Crew Environmental – Within operational limits 3. Standards: IAW specified references and established procedures a. 2. Denied: (1) c. 6. Standards: IAW specified references and established procedures: a. K1-4. Conditions: a. CARS 5. 7. 11. 23. b. 4. Skills and Knowledge Numbers: T1. Flying Orders. Verify weight and balance within limits Perform Limited Pre Flight Inspection (After Crew Change) to include: (1) (2) (3) (4) Leading Edges Wheels/Skid Elevator pushrod assembly (including bolts) Pitot/Static Assembly 3B-10 . 12. b.A-CR-CCP-242/PT-005 (2) (3) (4) (5) b. d. 13. Denied: (1) (2) c. Training Limitation: Nil PO 403 1. 10.

A-CR-CCP-242/PT-005 c. 8. Training Limitation: Nil PO 404 1. 12. K1. Specific Reference Numbers: A-CR-CCP-242/PT-005 5. 17 6. 7. Supervision/Assistance References Glider/Tow Plane Ground Crew Airfield Equipment Environmental – Within operational limitations 3. 2. Performance: Perform Takeoff 2. 2. Denied: (1) Supervision/Assistance 3B-11 Aircraft in tow . 3. Specific Reference Numbers: A-CR-CCP-242/PT-005 5. Given: (1) (2) (3) b. 6. Skills and Knowledge Numbers: T4. S1. 5. 15-18 6. Standards: IAW specified references and established procedures a. e. K2. d. 8. Specification Tasks. 3. 12. Conditions: a. Perform Strap In Procedure Complete Pre Take Off Check Perform Hook-Up Procedures 4. d. Training Limitation: Nil PO 405 1. e. Relay air-tow launch signals Control attitude and direction during ground roll Execute lift-off Maintain position after lift-off (prior to tow plane lift-off) Use proper crosswind technique 4. 5. Performance: Perform Air Tow and Release 2. Denied: (1) (2) c. b. c. Conditions: a. 4-6. Skills and Knowledge Numbers: T 3. Specification Tasks. S1. 11. 9. 4. Given: (1) b.

A-CR-CCP-242/PT-005 (2) c. 27 K1-7. K1-6. Standards: IAW specified references and established procedures a. Standards: IAW specified references and established procedures a. 11. Conditions: a. 7. 12. Specific Reference Numbers: A-CR-CCP-242/PT-005. d. Flying Orders 5. f. b. Training Limitation: Nil PO 407 1. 15-18 6. 2. 13. c. S1. Denied: (1) (2) c. Performance: Perform Basic Manoeuvres 2. Analyze and correct position and altitude with relation to circuit IP 4. Reference Environmental – Within operational limitations 3. Specific Reference Numbers: A-CR-CCP-242/PT-005. 15-18 6. Performance: Perform Flight Management 2. 8. Given: (1) Glider 3B-12 . Flying Orders 5. 13-15. Skills and Knowledge Numbers: T5. Supervision/Assistance References Glider Environmental – Within Operational Limitations 3. 2. Skills and Knowledge Numbers: T6. e. Conditions: a. g. 12. 8. 12. Control attitude and direction Maintain correct position Execute Slack Rope Procedures Fly Tow Transitions Respond to visual signals Complete the Pre-Release Check Fly the Release Profile 4. Given: (1) b. 8 S1. Training Limitation: Nil PO 406 1. Specification Tasks. Specification Tasks. 3.

Denied: (1) (2) Supervision/Assistance References c. Skills and Knowledge Numbers: T7. Environmental – Within Operation Limitations 3. 14. c. Performance: Perform Advanced Manoeuvres 2. 18 6. S2. Perform incipient spin recovery Perform spiral dive recovery 3B-13 . b. Specific Reference Numbers: A-CR-CCP-242/PT-005 5. 15.A-CR-CCP-242/PT-005 b. c. 8. 11. 17. Standards: IAW specified references and established procedures a. Conditions: a. Gentle stalls: entry from a near-nose level attitude Medium stalls: entry from a nose up attitude (max 30°) Perform slips (1) (2) (3) Forward slips Side slips Slipping turns e. Denied: (1) (2) Supervision/Assistance References c. 3 8. 13. 5. f. Environmental – Within Operational Limitations 3. Complete ASCOT check Complete steep turn Complete stall entry and recovery (1) (2) d. K3. Specification Tasks. Standards: IAW specified references and established procedures a. Training Limitation: Nil PO 408 1. b. Fly straight glide Complete gentle turns Complete medium turns 4. Given: (1) Glider b.

17. Performance: Perform Approach and Landing 2. b. 15-18 6. Given: (1) b.Within Operational Limitations 3. Standards: IAW specified references and established procedures a. 15. 13-17. Training Limitation: Nil PO 409 1. Given: (1) b. 20. Skills and Knowledge Numbers: T9. 18 6. Flying Orders 5. Supervision/Assistance References Glider Environmental . Denied: (1) (2) Supervision/Assistance References 3B-14 Glider . Skills and Knowledge Numbers: T8. Denied: (1) (2) c. Training Limitation: Nil PO 410 1. 16. 11. 11. 11. 8.A-CR-CCP-242/PT-005 4. Specific Reference Numbers: A-CR-CCP-242/PT-005. 12. 8. Performance: Perform Circuit 2. d. 13. e. K2-6. Conditions: a. Downwind leg Base turn Base leg Adjust airspeed for wind conditions while on base leg Compensate for environmental conditions Modify circuit as required 4. Conditions: a. Specification Tasks. Complete pre-landing check Analyze and correct circuit profile while flying: (1) (2) (3) c. Specification Tasks. 12. S1-3. Specific Reference Numbers: A-CR-CCP-242/PT-005 5. 8. 11. K1-6. S3. 14.

8. Environmental . K1. Specification Tasks. Use proper crosswind technique 4. Downwind landing Modified circuit Respond to emergency release signal (tow plane rocks wings) Respond to spoiler stuck open / closed in circuit emergency Respond to emergencies to include: (1) (2) Spoiler open on tow signal (tow plane waggles rudder) Glider release failure 3B-15 . c.Within Operational Limitation 3. 8. Supervision/Assistance References Glider Environmental . S1-3.A-CR-CCP-242/PT-005 a. 11. d. b. Specific Reference Numbers: A-CR-CCP-242/PT-005 5.Within Operational Limitations 3. Respond to premature releases to include: (1) (2) b. 16. Standards: IAW specified references and established procedures a. Fly final turn to line up with landing area centreline Fly final leg while analyzing and correcting approach profile using: (1) (2) c. 14. 21. 3-6. 12. Performance: Respond to emergencies 2. Denied: (1) (2) c. Training Limitation: Nil PO 411 1. Skills and Knowledge Numbers: T10. 15-18 6. Spoilers Slipping Fly correct landing profile including: (1) (2) (3) (4) Round-out Hold-off Touchdown Ground roll d. Conditions: a. Standards: IAW specified references and established procedures a. Given: (1) b. 22.

A-CR-CCP-242/PT-005. and Flying Orders ANNEX B AIR CADET GLIDING TRANSPORT CANADA WINGS Section 1 – Performance Requirement Tasks 1. 20. From the Ground Up. Perform Air Tow and Release 6. Perform Approach and Landing 11. 15 9. Weather Ways. 17. Ground handling 4. 2. 6. 4. K1-5. Perform Take off 5. Perform Circuit 10. 12.A-CR-CCP-242/PT-005 (3) (4) (5) (6) (7) (8) Glider and tow plane release failure Aborted take-off Off-field landing Lose sight of tow plane Crosswind landing after premature release Straight ahead landing after premature release 7. Skills and Knowledge Numbers: T13. CARS. Specification Tasks. 8.d. will be assessed by verbal response ANNEX A MAIN REFERENCES 1. Perform Basic Manoeuvres 8. 11. Set up airfield ops 13. Specific Reference Numbers: A-CR-CCP-242/PT-005 8. Perform Advanced Manoeuvres 9. 5. Respond to emergencies 3B-16 3 3 3 3 3 3 3 3 3 3 3 3 3 2 3 . 21. 3. Support Glider Launch and Recovery 12. Joy of Soaring. S1-3. 13-15. 11. Training Limitation: Standards in para 3. Perform Flight Management to ensure a safe recovery 7. Perform daily inspections to include: Maintenance set A/C 3. Flight Planning 2.

Analyze and correct circuit profile 21. Spiral Dive Recoveries 20. Strap In 6. Maintain Position after Lift Off 10. Control Attitude and direction 9. Relay Launch Signals 25. Complete Slips 17. Complete Incipient Spin Recoveries 19. Flight Instruments 12. Relay Take Off Signals 8. Execute Straight glide 15. Checklist 3. Theory of Flight 9. T/D and Ground Roll 23. Perform Round-out. Maintain visual separation from other A/C 4.A-CR-CCP-242/PT-005 Skills 1. AOIs 4. Walk Around 5. Flying Orders 17. Recognize and respond to emergency situations while maintaining control of A/C Knowledge 1. Positioning Gliders 24. Meteorology 8. Air Law and Procedures 7. Perform Wing/tail person duties 27. Complete Steep turns 18. Aeronautical terminology 3 3 3 3 3 2 2 2 2 1 2 3 1 1 2 2 3 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3B-17 . hold off. SOPs 5. Complete gentle and medium turns 14. Airframes and systems 18. Assessing Environmental Conditions 3. Radio Procedures 2. Perform hook-up procedures 7. Interpret Weather and Ops Briefs 11. Follow release profile 13. Radio Theory 11. Human Factors 15. Flight Safety 16. Soaring 14. Follow and Interpret Checklist 12. Continuously analyze and correct position and altitude in relation to circuit IPA/R 28. MFT 6. Communicating to include: Visual Signals Radio 2. Navigation 10. Analyze and correct Approach Profile 22. Hook-Up Tow-plane and Glider 26. Complete Stalls 16. Flight Operations 13.

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The Glider Instructor Course flying syllabus is composed of two separate phases. Completion of the Glider Instructor Course PIP meets the Glider Handling requirement of the LCO academic training (lectures 1 and 2). A progress record shall be maintained on each IC identifying training progress achieved in both Phase I (back seat proficiency) and Phase II (instructor training). NOTE If the pilot holds a Canadian Private Pilot Licence – aeroplane or higher and has in excess of 100 hours aeroplane pilot experience. A successful candidate may subsequently be recommended for a Transport Canada (TC) Glider Pilot Instructor Rating and for an ACGP Glider Instructor qualification. Candidates must meet the following prerequisites prior to arriving for the ACGP Glider Instructor Course: a. b. 10 Flights) is designed to provide back seat proficiency for the IC. to ab-initio glider pilots in accordance with the standards. NOTE The Instructor Candidate (IC) should also be able to perform the duties of an LCO. 5. 20 hours PIC flight time in gliders and at least 125 flights. may be reduced by 25%. d. Phase II (15 Air Lessons. and Completion of the current Programmed Instructional Package (PIP) for instructor candidates. Successful completion of 4-1-1 . Hold a valid TC Cat 3 Medical. 4. including pre-flight briefing and post-flight analysis.A-CR-CCP-242/PT-005 CHAPTER 4 GLIDER INSTRUCTOR COURSE AND LAUNCH CONTROL OFFICER COURSE SECTION 1 GLIDER INSTRUCTOR COURSE COURSE OBJECTIVES 1. FLYING TRAINING – GENERAL DIRECTIVES 3. Phase I (10 Air Lessons. Hold a valid and current TC glider licence with not less than: (1) (2) c. The IC must complete the ground school portion of the LCO course prior to starting the LCO Field Training. This course is designed to train candidates to provide flying instruction. Weight must be below 100 kilos/220 lbs. CANDIDATE PREREQUISITES 2. Minimum Requirements. then the requirements at sub-para b. regulations and procedures detailed in this manual and Canadian Air Regulations (CARs). Be a minimum of 18 years of age. or 10 hours PIC flight time in gliders and at least 200 flights. e. 22 Flights) is designed to provide instructor training. the IC shall undertake a Proficiency Flight Test with the RGS Chief Standards Officer or a Glider Instructor Standards Pilot appointed by the RCA Ops O. At the completion of Phase I.

Upon successful completion of the Instructor Category Flight Test (PL 4).A-CR-CCP-242/PT-005 this Proficiency Flight Test (PL 4) is a prerequisite for Phase II of the Glider Instructor Course. EXTRA DUAL FLIGHTS (ADDITIONAL INSTRUCTIONAL) 8. receive a comprehensive briefing on the purpose of each Air Lesson/Flight. During both Phases I and II. and Post-Flight Debriefings for the Air Lessons/Flights. Course failure is deemed as: a. the IC may be recommended for a TC Glider Pilot Instructor Rating. Unsatisfactory Course Progress includes. b. Four UNSAT trips during the course. the IC shall fly an Instructor Category Flight Test with the RGS Chief Standards Officer or a Glider Instructor Standards Pilot appointed by the RCA Ops O. 10. UNSATISFACTORY COURSE PROGRESS 7. SCOPE OF FLYING TRAINING PHASE I II DETAIL Back Seat Proficiency Flying Proficiency Flight Test Instructor Flying Training Back Seat Proficiency Flying Instructor Category Flight Test TOTALS FLIGHTS 9 1 19 2 1 32 FLYING HOURS 1:55 0:14 3:48 0:36 0:18 6:51 Figure 4-1-1 Scope – Flying Training BRIEFING AND ANALYSIS 11. b. Extra duals shall be graded as SAT or UNSAT. COURSE FAILURE 9. and During Phase II. or Failure of a retest on any PC or EC. 4-1-2 b. Any failed Enabling Check (EC) or Performance Check (PC). present effective Pre-Flight Briefings. Once a student’s progress has constituted a course failure. and a thorough analysis and debriefing of the results on completion of each flight. Mission Outlines. a. 6. The IC shall: a. The authorizing signature and appointment must be present on the Extra Dual Card prior to flight. At the completion of Phase II. . a Progress Review Board (PRB) will be convened and recommendations made to the RCA Ops O. decision-making ability and aircraft handling skills. The successful candidate shall demonstrate a high level of airmanship. Extra duals may be authorized for candidates who fail to achieve the required standard. Objectives. or Any Unsatisfactory (UNSAT) Trip.

General Directives. Flight 8 specifies deliberately placing the aircraft at an altitude requiring a downwind landing. the instructional staff shall carry out a comprehensive pre-flight briefing and postflight review for each Air Lesson/Flight. The IC shall not progress to Phase II until successful completion of the Phase I Proficiency Flight Test. Mission Outlines should take approximately two to five minutes to complete prior to each flight. and During Phase II. b. In addition. the candidate’s instructional and flying demonstration ability will be assessed. the IC shall assume the responsibility of a qualified instructor including a Mission Outline and Post-Flight Debriefing for all Air Lessons/Flights following Flight Number 1. 14. 4-1-3 . Several of the exercises include simulated emergencies to assess the in-flight decision-making ability of the IC. Mission Outline and Post-Flight Debriefing. General Directives. Approximately 10 to 15 minutes shall be provided for this purpose. Flights 5 and 7 shall be flown such that the modification of the circuit pattern is required to maintain base and final turns no lower than the allowed minimums. Objectives. d. At the completion of each flight. The following are required: a.A-CR-CCP-242/PT-005 12. b. Pre-Flight Briefing (if required). the instructional staff shall carry out a comprehensive analysis of the candidates. A minimum of four Pre-Flight Briefs shall be prepared and given by the ICs during Phase II. The IC shall be able to fly all exercises and procedures to a PL 4 while occupying the instructor’s (rear) seat. Each flight provides a challenging sequence of review/proficiency flying experience from the back seat. During Phase I. The Phase I air exercises for each flight in the Air Lessons are defined in Air Lesson descriptions that follow. PHASE I – INTRODUCTION 13. The following are applicable: a. c. ICs who have mainly winch or auto tow experience may require an air tow refresher prior to the commencement of Phase II. Post Flight Debriefings should take 5 to 10 minutes and take place as soon as possible following each flight. such that the IC shall be required to demonstrate and explain the correct techniques used to handle this common situation.

A-CR-CCP-242/PT-005 PHASE I – COURSE OUTLINE 15. Chapter 1 Section 5 shall be the standard used. Refer to Chapter 1 Section 5 for PL definitions. Progress Cards for each lesson of Phase I are mandatory. The PL standard for each lesson of Phase I is detailed in Figure 4-1-2 Instructor Course Phase Chart. The Progress Card and Flight Test Report. AIR LESSON PRE-FLIGHT GROUND HANDLING TAKE-OFF EMERGENCY AIR TOW RELEASE INCIPIENT SPIN FULL SPIN SPIRAL DIVE STALL SLIPPING SLIPPING TURN STRAIGHT GLIDE GENTLE TURN MEDIUM TURN STEEP TURN DOWNWIND BASE TURN BASE LEG FINAL TURN FINAL APPROACH LANDING CIRCUIT MOD FLIGHT MANAGEMENT AIRMANSHIP 1 4 4 2 3 2 2 2 3 3 4 3 3 2 2 2 3 3 3 3 3 3 3 3 3 3 2 2 2 3 3 4 4 4 4 4 4 4 4 4 3 3 4 4 4 4 4 4 3 3 3 4 4 4 4 4 4 4 5 6 7 8 9 4 10 3 3 Figure 4-1-2 Instructor Course Phase I Phasing Chart 4-1-4 . Refer to Chapter 1 Section 5 for OFR definitions. Each lesson of Phase I shall be assessed an Overall Flight Rating (OFR). 16.

take-off. ground handling. spin procedures. slipping turns. spiral dive. turns and final approach takeoff. circuit spin. incipient spins. stalls. airmanship tow positions. spiral dive. spin entry and recovery. circuit modification. full spin. and flight management tow. slipping. flight management. crosswind techniques during launch and in the circuit. emergency. release. release. tow. slow flight. low modification circuit/high sink scenario launch emergencies. tow aircraft simulated emergency Review of all sequences Phase I Flight Test TOTAL TIME Fig 4-1-3 Phase I Flight/Air Lesson Summary Chart Altitude 2000 Time 0:12 2 2 2000 0:12 3 3 2500 0:14 4 4 3000 0:15 5 6 7 5 6 7 3000 3000 3000 0:15 0:15 0:15 8 9 10 8 9 10 400 3000 2500 0:02 0:15 0:14 2:09 4-1-5 . circuit. slips. steep turns.A-CR-CCP-242/PT-005 PHASE I FLIGHT/AIR LESSON SUMMARY CHART Flight # Air Lesson 1 1 Exercises pre-flight checks. landing tow positions. spiral dives. modified circuit air tow. turns.

To familiarization the IC with the glider flight attitudes. New Work (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) MOTIVATION 19. Pre-Flight Ground Handling Take-off Emergency Air Tow Release Straight Glide Gentle Turn Medium Turn Steep Turn Downwind Base Turn Base Leg Final Turn Final Approach Landing Flight Management Airmanship Level 4 4 2 3 2 2 3 3 3 3 3 3 3 2 2 2 3 3 4-1-6 . At the conclusion of this trip. launch. airport layout. OBJECTIVE 18. flight management to landing and the local flying area from the glider rear seat. A proper introduction to glider attitudes and visual references in the rear seat is essential to making accurate and precise flying demonstrations.A-CR-CCP-242/PT-005 PHASE I – FLIGHT/AIR LESSONS AIR LESSON 1 AIM 17. the IC must demonstrate following PLs: a.

and release. taxiways. 4-1-7 . and flight management to landing. Schweizer 2-33 Glider AOI BRIEFING OUTLINE 21. circuit altitudes and references. c. release technique. and Chapter 2. d. and Fly the circuit. b. Pre-take-off and pre-landing checks. Briefing. All checks. POST FLIGHT REVIEW 23. Chapter 6. medium and steep turns and practice transfer of control. bank angles for gentle. climb. medium and steep turns. Manual of Glider Flying Training.A-CR-CCP-242/PT-005 REFERENCES 20. d. runway orientation obstructions. ramp areas. c. b. approach and landing. Briefing items to be addressed include: a. The take-off. local flying area. and Differences in operating the glider from the rear seat. b. The following references apply to this lesson: a. emergency landing areas. look-out. Gentle. transfer of control procedure. The IC shall perform: a. prominent landmarks. The glider controls and performance. AIR LESSON OUTLINE – RELEASE HEIGHT OF 2 000 FEET AGL 22. Section 1. Review the air lesson and ensure the student understands the differences in flying from the rear seat. safety factors. Airport layout.

At the conclusion of this trip. BRIEFING OUTLINE 28. and the relationship of bank angle to stall speed shall be covered. New Work (1) (2) b. the student must demonstrate the following PLs: a. The various glider airspeeds for best L/D and minimum sink shall be reviewed with discussion on the effects of speeds below the minimum sink speed on performance. REFERENCES 27. A review of the ASCOT check. and Chapter 2. To review the dynamics of stalls in level flight and turns. An instructor must be able to demonstrate slow flight. Schweizer 2-33 Glider AOI. Section 1. Stall Slow Flight Level 3 N/A Level 3 3 4 4 4 3 3 Upgrade (1) (2) (3) (4) (5) (6) (7) Air Tow Release Straight Glide Gentle Turn Medium Turn Final Turn Final Approach MOTIVATION 26. b. Manual of Glider Flying Training. aircraft attitude for gentle and medium stalls. OBJECTIVE 25. The following references apply to this lesson: a. 4-1-8 . stall and recovery procedures in addition to performing the required checks and managing aircraft position and altitude entirely from the rear seat.A-CR-CCP-242/PT-005 AIR LESSON 2 AIM 24. Chapter 6. perfect recovery procedures and review aircraft performance during slow flight. stall entry and recovery procedures.

A-CR-CCP-242/PT-005

AIR LESSON OUTLINE – RELEASE HEIGHT 0F 2 000 FEET AGL 29. The IC shall fly from the rear seat and perform the take-off, climb, release, ASCOT checks, gentle and medium stalls and recovery procedures. The IC shall fly the circuit and landing, striving for precision in altitude, position and speed. The IC shall also practice slow flying at various speeds in order to gain a greater comprehension of the various sink rates. POST-FLIGHT REVIEW 30. Review the air lesson and ensure the student understands the differences in flying from the back seat.

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A-CR-CCP-242/PT-005

AIR LESSON 3 AIM 31. The IC shall demonstrate the ability to apply crosswind techniques during the launch, circuit and landing phase of the flight. Additionally, the candidate shall demonstrate incipient spins, stalling in a turn, recovery from the stall and slipping manoeuvres. OBJECTIVE 32. At the conclusion of this trip, the student must demonstrate the following PLs: a. New Work (1) (2) (3) b. Incipient Spin Slipping Slipping Turn Level 2 3 3 Level 3 3

Upgrade (1) (2) Take-off Landing

MOTIVATION 33. The following are applicable: a. Since glider instructors seldom have the opportunity to teach ab-initio students with the wind tracking directly down the runway, it is vital that an instructor be able to effectively demonstrate and instruct crosswind take-offs and landings. An instructor must be able to demonstrate and explain the dynamics of stalling in a turn and impress upon the student the danger of stalling in a turn at low altitude, particularly the danger of uncoordinated turns coupled with a stall while manoeuvring in the circuit. An instructor must be able to demonstrate and instruct on the correct slipping techniques, maintaining speed and directional control while slipping on a straight track is essential for the safety of this manoeuvre.

b.

c.

REFERENCES 34. The following references apply for this lesson: a. b. Chapter 6, Manual of Glider Flying Training; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI.

BRIEFING OUTLINE 35. The briefing shall cover the techniques for compensating for a crosswind, including crabbing and using wing low/opposite rudder during take-off, circuit, approach and landing. A review shall be conducted of the ASCOT check, stalling speed in a turn, recovery for a wing drop during a stall and the consequences of crossed controls during a stall. This briefing shall also review the techniques for forward slipping and slipping in a turn, and discuss the application of slipping during the approach for landing in terms of direction of the slip and the minimum altitude for slip recovery. 4-1-10

A-CR-CCP-242/PT-005

AIR LESSON OUTLINE – RELEASE HEIGHT OF 2 500 FEET AGL 36. The IC shall demonstrate crosswind techniques for the take-off, circuit and landing if the conditions are suitable. If necessary, this portion of the exercise shall be repeated in later flights when a suitable crosswind exists. The IC shall complete ASCOT checks as required and execute stalling in a turn, both coordinated and uncoordinated, and use opposite rudder to pick up the low wing or recover from the incipient spin if one develops. In addition, the IC shall demonstrate an incipient spin and recovery. The slipping exercise shall focus on maintaining a straight track in a forward slip. This exercise can be included in the final approach phase by flying a higher than normal circuit. The crabbing technique shall be employed in the circuit to maintain a parallel track with the runway during the downwind leg and a correct position on the runway centre line when on final. The transition to the wing low/opposite rudder approach shall be demonstrated prior to the aircraft descending into the flare. POST-FLIGHT REVIEW 37. Review the air lesson and ensure the student understands the differences in flying from the back seat.

4-1-11

A-CR-CCP-242/PT-005

AIR LESSON 4 AIM 38. The IC shall review tow positions, spin procedures and modified circuits.

OBJECTIVE 39. At the conclusion of this trip, the student must demonstrate the following PLs: a. New Work (1) (2) b. Full Spin Circuit Modification Level 2 3 Level 4 4

Upgrade (1) (2) Flight management Airmanship

MOTIVATION. 40. The following is applicable: a. Transitioning to and from the various tow positions will enable the IC to see how glider position affects the tow aircraft, reinforcing the need to maintain position within the tow envelope and control the rate of change of position to avoid tow aircraft upset. An instructor must to able to demonstrate spin entry and automatic recovery procedures in either direction. An instructor must be able to demonstrate and explain the procedures to modify the circuit in the event of insufficient altitude.

b. c. REFERENCES 41.

The following references apply for this lesson: a. b. Chapter 6, Manual of Glider Flying Training; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI.

BRIEFING OUTLINE 42. The briefing shall discuss the high and low tow position; the technique for transitioning through the various tow positions; and the dangers of tow aircraft upset. A review of the theory of spinning; techniques used to simulate inadvertent spin entry; and spin recovery shall be completed. The briefing shall include a review of modified circuit procedures and minimum circuit altitudes. AIR LESSON OUTLINE – RELEASE HEIGHT OF 3000 FEET AGL 43. The IC shall review the air tow envelope by demonstrating the various tow positions by carefully manoeuvring the glider to the four corners of the "box". A review of spin entry using a flat skidding turn accompanied by crossed controls shall enable the IC to demonstrate the typical inadvertent spin entry scenario in either direction. The IC shall demonstrate a full spin and recovery. The circuit entry shall be delayed so as to put the glider below the desired altitude opposite the touchdown point by 100 to 150 feet. This positioning will require a modified circuit to be flown by modifying the base leg as determined by the reduced downwind altitude. POST FLIGHT REVIEW 44. Review the air lesson and ensure the student understands the differences in flying from the back seat.

4-1-12

A-CR-CCP-242/PT-005

AIR LESSON 5 AIM 45. The IC shall demonstrate proficiency in tow positions; spin entry and recovery; spiral dive entry and recovery; and modified circuits. OBJECTIVE 46. At the conclusion of this trip the student must demonstrate the following: a. New Work (1) b. Spiral Dive Level 2 Level 3 4

Upgrade (1) (2) Incipient Spin Steep Turns

MOTIVATION 47. The following is applicable: a. b. c. REFERENCES 48. The following references apply for this lesson: a. b. Annex B, ACGP manual of Glider Flying Training, Sections 1 to 6; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI. An instructor must be capable of demonstrating, with precise control, the various tow positions. The important distinction between spin and spiral manoeuvres and the correct recovery procedures must be well understood and demonstrated. Modification of the circuit may be necessary because of vertical position (altitude), horizontal position, and wind effects.

BRIEFING OUTLINE 49. A review of the tow positions flown in the previous lesson should be compared to the ideal exercise. A discussion of control inputs to generate, maintain and recover from a full spin shall be compared to the same for a spiral dive manoeuvre. A comparison of the aerodynamics of each manoeuvre is appropriate during this lesson. Lastly, the modified circuit flown during Air Lesson 4 shall be thoroughly critiqued and reviewed in preparation for a repeat of the exercise. AIR LESSON OUTLINE – RELEASE HEIGHT OF 3000 FEET AGL 50. The IC shall accurately and smoothly manoeuvre the glider to the four corners of the air tow envelope. During this exercise, another IC who can experience the significant effect of glider position on tow aircraft controllability and the potential for upset should occupy the back seat of the tow aircraft. The IC shall complete spins as required. The spiral dive entry and recovery shall follow with recovery completed by 1 500 feet AGL. All spin and spiral manoeuvres shall be preceded by an ASCOT check. A low entry to the circuit shall be used to create the circumstance from which a modified pattern to a landing at the standard touchdown point can be completed.

4-1-13

A-CR-CCP-242/PT-005

POST FLIGHT REVIEW 51. Review the air lesson and ensure the student understands the differences in flying from the back seat.

4-1-14

A-CR-CCP-242/PT-005

AIR LESSON 6 AIM 52. Spiral dive recognition and recovery shall be perfected with additional practice. Slipping the glider in both directions at altitude and during the final approach will also be mastered with additional practice. OBJECTIVE 53. At the conclusion of this trip, the student must demonstrate the following PLs: a. Upgrade (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) MOTIVATION 54. The following is applicable: a. b. REFERENCES 55. The following references apply for this lesson: a. b. Chapter 6, Manual of Glider Flying Training; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI. An instructor must be capable of explaining and demonstrating the dynamics, the recognition, and the proper recovery from a spiral dive. Accurate control of speed and direction during slipping manoeuvres from the rear seat are necessary skills for a glider instructor. Air Tow Release Full Spin Slipping Slipping Turn Downwind Base Turn Base Leg Final Turn Final Approach Level 4 4 3 4 4 4 4 4 4 4

4-1-15

A-CR-CCP-242/PT-005

BRIEFING OUTLINE 56. A review of spiral dives and the spiral exercise flown in the previous lesson will prepare the IC for a thorough examination of the manoeuvre. The briefing shall include a discussion of the techniques for slipping and the application of slipping during the approach for landing in terms of direction of the slip, speed control and the minimum altitude for slip recovery. AIR LESSON OUTLINE – RELEASE HEIGHT OF 3000 FEET AGL 57. Spiral dive manoeuvres flown in both directions shall be preceded by the required ASCOT checks. The review of slipping both to the left and right shall be completed at altitude by tracking to a target on the horizon and maintaining appropriate speeds. The practical application of slipping shall be demonstrated in the circuit by approaching at a higher than necessary altitude and using a forward slip to execute an accurate landing at the launch site. POST FLIGHT REVIEW 58. Review the air lesson and ensure the student understands the differences in flying from the back seat.

4-1-16

A-CR-CCP-242/PT-005

AIR LESSON 7 AIM 59. The characteristics, entry, control, and recovery of spin and spiral manoeuvres shall by fully understood and demonstrated by the IC. Above average decision-making and aircraft handling shall be demonstrated during a low circuit entry/high sink scenario. OBJECTIVE 60. At the conclusion of this trip, the student must demonstrate the following PLs: a. Upgrade (1) (2) MOTIVATION 61. The following is applicable: a. b. REFERENCES 62. The following references apply for this lesson: a. b. Chapter 6, Manual of Glider Flying Training; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI. An instructor must be completely knowledgeable of the theory and practice of spin and spiral manoeuvres. Responding to non-ideal situations in the circuit is a necessary skill of a glider instructor. Spiral Dive Circuit Modification Level 3 4

BRIEFING OUTLINE 63. A limited review of the spin and spiral procedures may be necessary to correct any inadequacies observed in the previously flown exercises. The altitudes to be used and the degree of circuit modification required shall also be planned prior to conducting the flight. The briefing shall also include a discussion of theory of approach speed calculation and the prohibition of using penetration in the circuit. AIR LESSON OUTLINE – RELEASE HEIGHT OF 3000 FEET AGL 64. The IC shall demonstrate spins, spirals and correct recovery procedures. Entry to the circuit shall be made at the pre-briefed altitude, followed by the application of modified circuit procedures to effect an accurate landing at the touchdown point. The creation of a high sink rate through the use of stuck open spoilers may also be included in the circuit, approach and landing to assess the IC's response to significantly diminished glide performance. The IC must demonstrate an excellent cross-check and an ability to rationalize real as opposed to perceived sink. POST FLIGHT REVIEW 65. Review the air lesson and ensure the student understands the differences in flying from the back seat.

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A-CR-CCP-242/PT-005

AIR LESSON 8 AIM 66. The IC shall be completely knowledgeable with ground and airborne emergency signals and procedures.

OBJECTIVE 67. At the conclusion of the trip, the student must demonstrate the following PLs: a. Upgrade (1) MOTIVATION 68. An instructor must be capable of prompt and automatic response in dealing with various emergencies encountered in the gliding environment. REFERENCES 69. The following references apply for this lesson: a. b. Chapter 6, Manual of Glider Flying Training; and Chapter 2, Section 1, Schweizer 2-33 Glider AOI. Emergency Level 4

BRIEFING OUTLINE 70. The correct response to a rope break or engine failure at 400 feet AGL shall be briefed. Other emergencies should be discussed including an aborted launch during take-off; rope breaks between ground level and 200 feet AGL; rope breaks between 200 feet and 500 feet AGL; downwind landings in high winds; rope breaks above 500 feet AGL; release failure; and double release failure procedures. See Chapter 2 for a discussion of emergency procedures. AIR LESSON OUTLINE - RELEASE HEIGHT OF APPROXIMATELY 400 FEET AGL 71. The instructor shall activate the release at about 400 feet AGL permitting a downwind landing to be flown by the IC. The downwind landing should be flown bearing in mind wind effects and limitations. Additionally, a level and smooth lateral landing area should be available in case directional control during the landing roll is lost due to a tailwind component. This exercise must be approved by the LCO who will coordinate launch and recovery to ensure that no traffic conflict exists. POST FLIGHT REVIEW 72. Review the air lesson and ensure the student understands the differences in flying from the back seat.

4-1-18

c. Note that this no-notice emergency may be simulated at any time during Phase I. The IC shall review and demonstrate those sequences for which a PL 4 has not been previously demonstrated since all sequences cannot be accomplished during the Phase I Proficiency Flight Test. This flight may also be used to assess the IC response to an unexpected emergency. d. Take-off Incipient Spin Full Spin Spiral Dive Stall Landing Level 4 4 4 4 4 4 AIR LESSON OUTLINE . A simulated rope/cable break may also be substituted to assess response to an unanticipated situation. e. MOTIVATION 75. f. 4-1-19 .RELEASE HEIGHT OF 3 000 FEET AGL 77.A-CR-CCP-242/PT-005 AIR LESSON 9 AIM 73. b. OBJECTIVE 74. The briefing shall cover the elements of the air lessons to be reviewed. The IC must be able to demonstrate a PL 4 on all glider handing procedures and sequences before proceeding to Phase II. POST FLIGHT REVIEW 78. At the conclusion of this trip. Review the air lesson and ensure the student understands the differences in flying from the back seat. the student must demonstrate the following PLs: Upgrade a. BRIEFING OUTLINE 76. The air exercises relating to the lessons being reviewed shall be flown as briefed.

BRIEFING 81. 4-1-20 . MOTIVATION 80.A-CR-CCP-242/PT-005 AIR LESSON 10 AIM 79.RELEASE HEIGHT OF 2 500 FEET AGL 82. Chapter 1 Section 5. release. AIR LESSON OUTLINE . The IC shall perform the take-off. tow. all planned sequences. The IC shall demonstrate a PL 4 flying ability from the rear seat. The IC advancing to Phase II must demonstrate above-average flying skills. circuit and landing. Refer to the Glider Pilot Training Progress Card. The IC shall be briefed on the sequences to be flown by the RGS Chief Standards Officer or a Glider Instructor Standards Pilot appointed by the RCA Ops O. The Phase I Proficiency Flight Test shall evaluate the flying ability of the IC from the rear seat of the glider.

the air exercise(s). successful graduates will have a solid foundation of the Student Glider Pilot Course before being assigned their first ab-initio student glider pilot. Chapter 3. For the second flight. IC/instructor responsibilities are as follows: a. and give Post-Flight Debriefing of each lesson as flown by the "student". ICs will have the opportunity to prepare lesson plans and instruct. Chapter 3. Safety Limits. All Phase II Flights/Air Lessons shall be completed prior to the Instructor Category Flight Test. 88. The IC shall be capable of instructing all exercises in the Flights/Air Lessons of the Glider Pilot course. 4-1-21 . give at least four Pre-Flight Briefs to a staff instructor give Mission Outline to the “student” for each flight. the IC shall give the briefing and fly the lesson from the back seat. Staff Instructor's Responsibilities. completion of a Progress Card In accordance with Figure 4-1-6 following each Phase II Flight / Air Lesson. IC's Responsibilities. and post-flight debriefing. teach applicable air lessons and critique of the "student's" efforts. and completion of a Progress Card in accordance with Figure 4-1-5 following each Phase II Pre-Flight Brief. Objective. Mission Outline. The purpose of the demo flight is to provide the IC with the opportunity to experience the sequencing and "patter" necessary to teach an air lesson without the pressure of actually instructing the lesson. The Phase II flying syllabus utilizes Flights/Air Lessons from the Glider Pilot Course. Therefore. Phase II Flights 1 and 2 covers Air Lesson 7 twice. 87. b. most of the Student Glider Pilot Course. Consequently. emphasis must be given to the issue of safety limits. Post-Flight Debriefing and review. Each Phase II Flight/Air Lesson shall include: a. c. 86. post-flight debriefing of IC's pre-flight briefing. positive action to prevent risk to personnel and equipment. To that end. For the first flight of this flight the staff instructor shall give the briefing and fly the lesson from the back seat. including demos and instruction. and progress log of the candidate's performance. For the remaining Flights/Air Lessons. in proper sequence under supervision and training. Every Glider Instructor must be able to recognize when the learning objective has been lost and the safety margin is in jeopardy. 85. 84. The following are the IC's responsibilities: (1) (2) (3) (4) b. While Phase II is designed to teach the candidate how to instruct an ab initio student glider pilot. General Information.A-CR-CCP-242/PT-005 PHASE II – INTRODUCTION 83. the IC must demonstrate the ability to allow the student to make mistakes without exceeding the safety limits. flying demos and instruction. The following are the Staff Instructor's responsibilities: (1) (2) (3) (4) flying duties as assigned by the IC. simulating as closely as possible the skill level appropriate to a student glider pilot at that level of training. and to take immediate. d.

Proficiency Level (PL) standards. Progress Cards for each lesson of Phase II are mandatory.A-CR-CCP-242/PT-005 PHASE II COURSE OUTLINE 89. Standards and Definitions. Straight Glide and Medium Turns Take-off. Phase II Progress Cards (Figure 4-1-5) shall be the standard used. Approach and Landings Simulated Rope Break (selected surprise scenario on any flight) Review Instructor Category Flight Test Release (ft AGL) 2 500 2 500 2 500 2 500 3 000 3 000 3 000 1 500 1 500 3 000 800 400-600 AR 3 000 3 000 2 000 2 000 2 000 2 000 400/600 3 000 3 000 Time 0:15 0:15 0:15 0:12 0:12 0:18 0:18 0:10 0:12 0:18 0:05 0:04 0:04 0:18 0:18 0:12 0:12 0:12 0:12 0:04 0:18 0:18 Total Phase II: 22 Flights 4:42 Flying Hours (Dual Instruction) Figure 4-1-4 Phase II Flight/Air Lesson Summary Chart 4-1-22 . Flight Management. The following is applicable: Flight No. detailed in Chapter 1 Section 5. An OFR shall be assigned to each Air Lesson. 90. Progress Cards. Downwind landing Launch Emergency General Progress Check Staff/Instructor Candidate Mutual Proficiency Flight Attitudes and Movements Air Tow. OFR definitions are detailed in Chapter 1 Section 5. Secondary Effect of Controls and Circuit Procedures Gentle Turns. Phase II Flight/Air Lesson Summary Chart. shall be assigned to the various sequences of each Air Lesson. Modified Circuit Launch Emergency. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 9 10 12 N/A 13 15 17 N/A 20 21 22 23 N/A 2 4 5 6 N/A N/A N/A Air Lesson 7 Exercise Basic Stalls (Demo by Instructor – IC in front seat) Basic Stalls Steep Turns and Stalls In Turns Slipping Incipient Spins and Drift Illusions Staff/Instructor Candidate Mutual Proficiency Flight Spins and Spirals Circuit Modification (High) Circuit Modification (Low) Review Launch Emergency. 91.

The reference for this flight is Chapter 3. Air Lesson 15 – Circuit Modification (High). The reference for this flight is Chapter 3. Glider Pilot Course. The reference for these flights is Chapter 3. The second flight is an instructional flight with the IC in the rear seat. Flight 6 . Air Lesson 13. 97. Air Lesson 21 Launch Emergency. The reference for this flight is Chapter 3. Air Lesson 20. and the Standards Pilot will log this mission as instructor time. Glider Pilot Course. The first flight is a demo by the instructional staff with the IC in the front seat. Air Lesson 22. Air Lesson 21. Air Lesson 7. Flight 12. The reference for this flight is Chapter 3. 98. Glider Pilot Course. Flight 10.A-CR-CCP-242/PT-005 PHASE II FLIGHTS/AIR LESSONS 92. This flight is designated as an un-graded mutual proficiency flight for the Instructor Candidate to improve or maintain their personal proficiency. 93. The purpose of this flight is to review weak sequences or it may be used to repeat a marginal lesson. Glider Pilot Course. 105. 95. providing critique where applicable. 104. Modified Circuit. This flight is designated as an ungraded mutual proficiency flight for the Instructor Candidate to improve or maintain their personal proficiency. Glider Pilot Course. Flights 1 and 2. Flight 11. 100. Flight 15 . The reference for this flight is Chapter 3. Air Lesson 17. This flight will not be graded or awarded an OFR. This Air Lesson consists of two flights. 102. IC should be briefed by the instructor on weak sequences and then given sufficient time to properly prepare. Flight 4. The reference for this flight is Chapter 3. Air Lesson 22 Launch Emergency. Air Lesson 23 General Progress Check. Flight 8. b. Air Lesson 23. Review. providing critique where applicable. Glider Pilot Course. Flight 13. and the Standards Pilot will log this mission as instructor time. 4-1-23 . Air Lesson 9 Steep Turns and Stalls in Turns. Air Lesson 20 Launch Emergency. Downwind Landing. The following are applicable: a. Glider Pilot Course. 101. Air Lesson 15 99. The reference for this flight is Chapter 3. Air Lesson 17 – Circuit Modification (Low). Air Lesson 12. Glider Pilot Course.Staff/Instructor Candidate Mutual Proficiency Flight. Glider Pilot Course. The reference for this flight is Chapter 3. Air Lesson 13 – Spins and Spirals. Flight 7. The Instructor Candidate shall fly the entire mission from the rear seat and the Standards Pilot shall observe the flight. Glider Pilot Course. Glider Pilot Course. Flight 5. This flight will not be graded or awarded an OFR. Air Lesson 9. The Instructor Candidate will log this mission as dual time. The Instructor Candidate will log this mission as dual time. Air Lesson 10. Air Lesson 7 Basic Stalls. Flight 9. 94.Staff/Instructor Candidate Mutual Proficiency Flight. The reference for this flight is Chapter 3. 103. The Instructor Candidate shall fly the entire mission from the rear seat and the Standards Pilot shall observe the flight. Air Lesson 10 – Slipping. The reference for this flight is Chapter 3. Flight 14. Flight 3. 96. Air Lesson 12 – Incipient Spins and Drift Illusions.

decision-making. 108. and therefore the requirement for vigilance in order to take control when necessary. d. instructing. Flight 22. slack rope procedures and attitude flying must be stressed during this Air Lesson. Exercise. A high standard of performance during this flight test is the basis for the recommendation for the glider instructor rating submitted to TC for approval. Air Lesson 2 Attitudes and Movements. Glider Pilot Course. Attitudes and Movements are the building blocks to all other manoeuvres performed in gliders. Flight 20. Air Lesson 4. and instructional abilities of the IC. In order to be recommended as a glider instructor in accordance with TC regulations. demonstrating. ICs must understand how quickly an ab-initio student can inadvertently place the glider in an unsafe position during tow. ICs must understand this rationale and the requirement for emphasis on this Air Lesson during instructional flights for ab initio students. The reference for this flight is Chapter 3. Glider Pilot Course. The IC shall conduct the flight test as briefed and shall be responsible for providing a pre-flight briefing. Air Lesson 6. Surprise Simulated Rope Break. Glider Pilot Course.A-CR-CCP-242/PT-005 106. NOTE An Instructor Flight Test Report shall be completed In accordance with Figure 4-1-4. Above-average skills in all areas of flying and instructional technique are required of gliding instructors employed in the ACGP. Standard. and debriefing the "student". Air Lesson 5. The purpose of this flight is to review weak sequences or it may be used to repeat a marginal lesson. The following are applicable: a. all flying and instructional tasks shall be performed without assistance and with only minor errors. The goal is to ensure that the IC can safely handle the situation and allow the simulated student pilot to learn as much as possible from the incident. Review. Flight 19.Air Tow. Motivation. Objective. the IC shall perform both rear seat flying demos and instructional duties consistently well and without hesitation. Release Height. b. 107. IC should be briefed by the instructor on weak sequences and then given sufficient time to properly prepare. The staff instructor shall select the most appropriate time without informing the IC. Approach and Landing. 110. Secondary Effects of Controls and Circuit Procedures. Limits of the box. Flight 17. The reference for this flight is Chapter 3. Student pilot skills should be commensurate with that expected for the lesson that was being taught prior to the simulated rope break. monitoring and correcting all air exercises. 112. Air Lesson 5 Take Off. tow aircraft upset. b. e. Flight 16. 109. Air Lesson 2. The IC shall be fully briefed by the testing pilot on the sequences to be flown and/or instructed and the responsibilities of the IC during the test. The reference for this flight is Chapter 3. 4-1-24 c. This flight may be flown at any time in Phase II. Glider Pilot Course. Additionally. The following are applicable: a. f. as required. Flight 21. Briefing. . 111. Instructor Category Flight Test. The release height shall be appropriate with the mission flown. Straight Glide and Medium Turns. Flight 18. Air Lesson 4 . The Phase II Instructor Category Flight Test shall evaluate the aircraft handling. Flight Management. Air Lesson 6 Gentle Turns. The reference for this flight is Chapter 3.

OFR. Cards) HANDLING AND AIRMANSHIP Flying Proficiency Airmanship OVERALL FLIGHT RATING (OFR) U WIND PL MISSION OUTLINE AL ALT FLT # FLT TIME DATE NOTES RUNWAY M ─AS AS SE STAFF INSTRUCTOR'S OR FLIGHT EXAMINER'S INITIALS IC'S INITIALS Figure 4-1-5 Phase II Air Lesson Progress Card / Flight Test Report 4-1-25 .A-CR-CCP-242/PT-005 PHASE II AIR LESSON PROGRESS CARD / FLIGHT TEST REPORT NAME INSTRUCTOR REG ASCC Voice and Manner Use of Patter Card AIR LESSON Review Explanation Demonstration Imitation Critique Mission Planning Material Coverage Fault Analysis Safety Limits Voice and Manner Random Air Lesson POST-FLIGHT DEBRIEFING Coverage Fault Analysis Voice and Manner Prog Book (PL.

_____________________ INSTRUCTOR________________________ PRE-FLIGHT BRIEFING DATE____________________ FLT No. _____________________ PL NOTES Preparation Review Voice and Manner Visual Aids/Training Aids AMOL Content Student Participation Use of Instructor Guide/ Air Lesson Use of Progress Book Flight Outline OVERALL RATING (OR) STAFF INSTRUCTOR'S OR FLIGHT EXAMINER'S INITIALS U M ─AS AS SE IC'S INITIALS Figure 4-1-6 Pre-Flight Brief Progress Card 4-1-26 .A-CR-CCP-242/PT-005 PHASE II PRE-FLIGHT BRIEFING PROGRESS CARD NAME ______________________________ AIR LESSON No.

1 7 RB FLIGHT NUMBER BRIEF NUMBER AIR LESSON (FROM CH 3) 7D 2 2 2 2 2 3 3 3 3 3 3 MISSION OUTLINE 3 3 3 AIR LESSON 3 3 3 3 3 3 3 3 2 2 2 3 3 POST-FLIGHT DEBRIEF 3 3 3 3 HANDLING AND AIRMANSHIP Flying Proficiency Airmanship 3 3 4 4 4 4 4 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4 4 9 10 22 23 4 5 R T 2 1 7 3 4 5 2 12 Preparation Review Voice and Manner Visual Aids /Training Aids AMOL 9 10 11 3 13 15 17 R 20 PRE-FLIGHT BRIEF 3 3 3 3 7* 8 12 4 21 13 14 16* 5 2 17 18 19 6 6 20 21 22 PHASE II PROFICIENCY LEVEL STANDARDS Content Student Participation Use of Instructor Guide Use of Progress Book Flight Outline ASCC Voice and Manner Use of Patter Cards Review Explanation Demonstration Imitation Critique * NOTE: Flight Numbers 6 and 15 are the un-graded mutual flights. Figure 4-1-7 Phase II Flying and Mission Outline PL Standards 2 2 2 2 4-1-27 Mission Planning Material Coverage Fault Analysis Safety Limits Voice and Manner Random Air Lesson Coverage Fault Analysis Voice and Manner Prog Book (PL. Cards) A-CR-CCP-242/PT-005 . OFR. This chart does not apply to those flights.

SOPs and airmanship to achieve a high level of flight safety. instructor development. Emphasis shall be placed on applying knowledge of aircraft performance. Radio Theory and Flight Operations. Theory of Flight. 114. The pass mark for the EC will be 75%. Meteorology. emergency procedures. In order to assure this. a high level of threshold knowledge is expected prior to commencement of the course. the remaining periods of that working day should be scheduled for administration or supervised study. Due to the nature of the course. Core topics shall consist of glider handling. The PIP shall cover the following subjects: Air Regulations/Air Law. SOPs.A-CR-CCP-242/PT-005 ACADEMIC TRAINING 113. Air Navigation. a Programmed Instructional Package (PIP) shall be completed prior to arrival on the Glider Instructor Course. except for the Glider Handling portion which will have a pass mark of 90%. student evaluation and assessment. Many concepts developed during practical training are further reinforced in the classroom environment. Glider Handling. 115. Formal lecture periods shall be approximately 50 minutes with suitable breaks between consecutive lectures. A full day of ground training should consist of no more than six formal lecture periods. Ground school is integral to the Glider Instructor Course. An EC confirming knowledge of these subjects will be administered when the course begins. flight safety and decision making. Subject Periods Instructor Development 14 Flight Safety and Pilot Decision Making 3 PIP EC and Review 2 TOTAL MANDATORY PERIODS 19 Figure 4-1-8 Academic Training Summary Hours 11:40 2:30 1:40 15:50 4-1-28 .

A-CR-CCP-242/PT-005 INSTRUCTOR DEVELOPMENT 116. Instructional Theory I a. Central Flying School Flight Instructor’s Handbook A-PD-050-001/PF-001. Dealing With Students. The IC shall read the main references prior to the completion of the course. Instructional Technique. and describe the attitudes of an effective instructor. Glider Pilot Course. Chapter 3. The IC shall be acquainted with the Qualification Standards. The IC must be able to: (1) (2) (3) (4) identify individual personality traits. Objectives. Additional Instructional Notes. Instructional Theory II a. because the information and philosophy are pertinent to flying instructors on all types of aircraft in the various training systems. There shall be 14 periods allotted which will include: 8 formal lectures. The Learning Process. General Directive. The IC must be able to: (1) describe the four patterns of learning (GRAT). and Chapter 4. Lecture 1. (3) describe the qualities of good questioning technique. The presentation of the IC’s Practical Ground School Lectures may be conducted at any time. Main References. The final examination shall include questions on instructional technique and will be completed prior to the beginning of Phase II Flying Training. Role and Responsibilities of the Glider Instructor. Periods Allotted. (2) describe the various forms of verbal support (CREST). describe the student instructor relationship. a final exam and 5 periods for the completion of the IC’s Practical Ground School Lectures. b. The IC must be able to: (1) (2) (3) b. c. identify emotional escape mechanisms. 118. 121. describe the role of an instructor. The IC must be able to: (1) explain how each Principle of Instruction (ICEPAC) contributes to successful achievement of lesson objectives. b. 120. Annex A. The following references are applicable: a. once the Instructional Development test has been completed. recognize key body language. 119. 117. the manuals and the methods that are employed during instruction in both the ground school and the air lesson instructional tasks. and describe how to deal with student behaviour. including during Phase II. (2) describe the seven laws of learning (PERRIER). 4-1-29 . Lecture 2.

The five Proficiency Levels (PL) definitions. f. Lecture 6. b. b. and (4) explain motivational effects on learning. and the relationship between Flights/Air Lessons and PL Standards. 122. and Prepare a lesson plan. Lecture 4. d. and b. The Overall Flight Ratings (OFR) System in relation to Flights/Air Lessons and PL Standards. Confirmation of student knowledge. Describe the various training aids and their specific uses. their application. e. The IC must display a thorough understanding of: a. The IC must be able to: a.A-CR-CCP-242/PT-005 (3) explain the concept of developmental teaching. The Air Lesson and Debrief. and c. Conduct an effective Post Flight debrief. Deliver an Air Lesson Brief. alternate runways. The IC must be able to: a. Ground Lesson Preparation. Prepare an Air Lesson. Explain the Confirmation of Learning. and Conditions of the day applicable to the flight (surface and upper winds. Deliver a Mission Outline Brief (ASCC): (1) (2) (3) (4) Aim of the mission (tasks and levels). Lecture 5. Sequence to be flown (instructor/student responsibilities). Flight Line Lesson Preparation and Briefs. Explain both Flight Safety and Environmental Limitations placed on the aircrew during flight. Lecture 3. b. 125. etc). c. active runway. c. Conduct an Air Lesson. Performance Levels. Describe the various types of questions and their specific uses. d. 124. The IC must be able to: a. and Discuss airsickness. 4-1-30 . 123. Prepare the Instructional Environment. c. Grading Errors and how they detract from correct Grading methods. Describe the components and content of a Lesson Plan. Overall Flight Ratings and Grading Errors.

The pass mark shall be 75 per cent corrected to 100 per cent in a face-to-face debriefing. Unsatisfactory Course Progress and Course Failures a. Progress Books/ Progress Cards / Record Keeping / Monitoring Solo Students. shall: Lecture 7. including Progress Cards for various flights (Instructional Flights – blue. Review Flight Process. Solo Flights – white and Review Flights – green). The IC a. Thoroughly understand and practically demonstrate the use of the Progress Book as detailed in Chapter 3. Independent Reviews. Lecture 9. and c. 129.A-CR-CCP-242/PT-005 126. The IC must be display familiarity with: (1) (2) (3) (4) (5) (6) (7) (8) Qualification Standards and The Glider Pilot Course QS. Instructional Development Test. b. Lecture 8. Practical Ground School Lectures. Progress Review Boards. Independent Review Boards. The IC must be able to prepare and deliver a Ground School Lecture. 127. ACGP IR and PRB procedures. the proper method of writing Instructor's Comments. and daily completion of the Student Activity record. Lessons taught by Candidates should last twenty minutes. and Course Failure. and understand the need for timely completion of all record keeping and administrative duties. Thoroughly understand the methods involved in monitoring solo students. and shall be a portion of a Glider Pilot Course ground school lesson. 4-1-31 . Classes 10-14. Unsatisfactory Course Progress. Annex A. 128. as selected by course staff. Be able to complete other forms of record keeping used by the RGS.

Lecture 3. b. stress and managing risk. skill. reporting. purpose. Pilot Decision Making. organization. Lecture 1. the IC shall review accidents/incidents. Mindful of the Pilot Decision Making Process. and experience. and Transport Canada Pilot Decision Making Package 131. hazardous attitudes and their antidotes.A-CR-CCP-242/PT-005 FLIGHT SAFETY AND PILOT DECISION MAKING IN THE TRAINING ENVIRONMENT Periods Allotted. ACGP Accident/Incident Reports. and the significant impact of decision making skills on flight safety. Subject Outline. the Pilot Decision Making Process. ACGP Accident/Incident Reports. c. 4-1-32 . The IC will become familiar with the following subjects: (1) (2) the decision making process. tow aircraft upset. and elements of good decisions: (a) (b) (c) (d) (e) (f) (g) timing. Objectives. and case study of ACGP incidents/accidents to reveal examples of flaws in decision making. 132. Main References. and responsibilities. including: (1) (2) (3) off-field landings resulting from channelized instructor attention. Flight Safety System. poorly executed simulated rope/cable breaks. as follows: (1) (2) (3) (4) b. The IC shall become familiar with the CF Flight Safety System. There shall be 3 periods allotted. Canadian Forces Flight Safety Manual. and be exposed to a wide variety of previous ACGP Flight Safety incidents and accidents. process of self-evaluation (such as IMSAFE). The IC shall be familiar with the CF Flight Safety system. 130. and based on knowledge. The following are applicable: a. A-GA-135-001/AA-001. The following are applicable: a. c. Lecture 2. evaluation of situation.

4-1-33 . and any other category of flight safety occurrence. open canopy during flight.A-CR-CCP-242/PT-005 (4) (5) (6) hard landings and landing short. and incorrect circuit modification due to "perceived" or real sink.

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to confirm the candidate's ability and proficiency to conduct LCO duties. and Regional and local flying orders and SOPs. Ground school instruction consisting of: (1) (2) (3) b. b. LCO Course candidate prerequisites are as follows: a. the candidate has acquired not less than 20 hours PIC in gliders including not less than 125 flights. This Course is designed to determine the ability of the candidate to safely. The training that is discussed in the paragraphs that follow is a combination of self-study. b. A Glider Instructor or Tow Pilot qualification. and one period of assessed launch control practice. effectively and efficiently supervise and control flying operations at either a RGS or glider famil site. and supervised practical training at an active gliding site. four lectures. tow pilots and selected glider famil pilots. as applicable. under the supervision of an experienced LCO designated by the RCA Ops O. Air Cadet Gliding Program Manual. ground school presentations and discussions. an open book examination. Phase 2. or the candidate has acquired not less than 10 hours PIC in gliders including not less than 200 flights. LCO Course references are as follows: a. The course is designed specifically for glider instructors. Phase 1. each approximately 50 minutes in length. 2. 3.A-CR-CCP-242/PT-005 SECTION 2 LAUNCH CONTROL OFFICER (LCO) COURSE GENERAL 1. NOTE A period of field training shall consist of at least 10 launches and recoveries. and a closed book examination. CANDIDATE PREREQUISITES 4. A-CR-CCP-242/PT-005. under the direction of an experienced LCO designated by the RCA Ops O. or A Glider Familiarization Pilot qualification providing that: (1) (2) REFERENCES 5. The course shall be conducted in two phases: a. 4-2-1 . COURSE CONTENT 6. Field training consisting of: (1) (2) two supervised launch control training periods.

A-CR-CCP-242/PT-005 GROUND SCHOOL INSTRUCTION PHASE 7. as applicable. An open-book examination to confirm knowledge of information presented or discussed during the lecture program. 4-2-2 b. winch launch and auto launch. NOTE The pass mark for each examination shall be 90 per cent corrected to 100 per cent in a face-to-face debriefing with the LCO candidate. etc. glider reaction to tow aircraft emergencies.. perceived sink. with specific reference to pre-flight briefings. (2) (3) (4) d. Lecture 1 shall consist of a review of Chapter 2. (2) 8. glider crosswind limitations. tow aircraft. the necessity for very close supervision. impounding of documents. Lecture 4. Lecture 2 shall consist of a review of Chapter 2. Lecture details are as follows: a. covering gliding operations and the applicable launch procedures (air tow. runway change procedures.g. and A review of follow-on and follow-up actions including protection of evidence. A discussion of LCO actions concerning variable weather and wind conditions. and A discussion of concerns and potential problems associated with low time glider pilots.g. e. covering all emergency procedures for gliders. e. b. etc. modified circuits. c. Standard Operating Procedures. notification of DND and TC authorities. as follows: (1) (2) (3) (4) glider emergency procedures. witness statements. winch launch and/or auto launch). Lecture 3 shall consist of: (1) A detailed description of LCO duties and responsibilities. control of personnel. Examinations shall be conducted as follows: a. . Lecture 3. disorientation. out-of-limit (wind) recoveries and unacceptable circuit procedures by famil pilots. the monitoring of circuit traffic and the provision of advice and assistance to airborne aircraft. Standard Operating Procedures. A review of selected Flight Safety glider incidents which may have been prevented through timely LCO intervention. Lecture 2. recovery of airborne gliders/tow aircraft. Lecture 4 shall consist of: (1) A review of initial response actions following a Flight Safety occurrence.. including emergency response and notification. etc. and A closed-book examination to confirm essential information required by the candidate for the safe execution of flying operations. detailed briefings and debriefings and the application of appropriately stricter guidelines and procedures as a function of experience. Lecture 1. and initial LCO responses to tow aircraft or glider Flight Safety occurrences.

emphasis shall be placed on the following: (1) (2) (3) (4) (5) (6) (7) (8) (9) b. the resolution of conflicting itinerant or local traffic. Two supervised periods during which the candidate is provided assistance while conducting all phases of launch control and associated LCO duties. QUALIFICATION CERTIFICATION 12. The closed book examination. The results of both examinations. 4-2-3 . COURSE DOCUMENTATION 10. the candidate's Pilot Training Record shall be appended in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD. c. a recommendation that the candidate be certified as an LCO may be made in writing to the RCA Ops O. tow rope change procedures. cadet supervision procedures. Course documentation shall consist of: a. aircrew and recovery crew briefings. and A written recommendation by the LCO Course Officer. and initial and follow up responses to Flight Safety occurrences. RECOMMENDATION FOR QUALIFICATION 11. weather monitoring. Field training details are as follows: a. During these periods. launch personnel training. Copies of the assessment sheets for the practical training periods. c. out-of-limit (wind) recoveries. The open book examination. Recommendation documentation shall include: a. One period of assessed LCO duties during which the candidate shall demonstrate the ability to perform the responsibilities of an LCO without assistance. b. and Written assessment of each practical training period.A-CR-CCP-242/PT-005 FIELD TRAINING PHASE 9. Following successful LCO Course completion. Once the RCA Ops O has reviewed and confirmed the Course Training File. runway change procedures. b.

14. 15. An LCO who has not performed LCO duties for the previous two years shall undergo a refresher course consisting of: a. under the supervision of an experienced LCO. to confirm the ability and proficiency of the candidate. At least one review period covering the content of the lecture program. b. a written recommendation for qualification re-certification shall be forwarded to the RCA Ops O. 4-2-4 . Following successful completion of the refresher course.A-CR-CCP-242/PT-005 LCO CURRENCY STANDARDS 13. Re-certification of the qualification may be granted by the RCA Ops O. and One practical period as LCO at an active RGS or glider famil site. The written recommendation and the written certification by the RCA Ops O shall be held on the Pilot Training Record by the RCA Ops O.

Allow students an opportunity to correct mistakes themselves before doing it for them. therefore. over a relatively short six-week period. This concept is readily apparent in a busy traffic pattern. Allow the student time to analyze and correct errors. This is the instructor's dilemma. Consider the following: a. d. SEQUENCE CONFIRMATION CONDITIONS SAFETY LIMITS OR HOW FAR TO LET A STUDENT GO 3. must be both excellent technicians in the art of flying and effective teachers in imparting that knowledge to their students. anything less is unacceptable. Do not allow the students to exceed their capabilities or deviate from normal parameters if the learning value has been lost. c. Glider limits can be exceeded without warning. 4A-1 . Immediately directing the student to make a correction will violate this first premise. Confirmation of student knowledge: confirm through questioning that the student has retained the knowledge required (from the pre-flight brief) to accomplish the mission. there will always be a point where the student must correct a consistent error. etc): brief or have the student brief the instructor on the weather conditions that will affect the mission. spin recoveries and spiral dives. Sequence to be flown (instructor/student responsibilities): ensure who will be flying which tasks/sequences. Instructor vigilance is very important. Even if the situation is within safety of flight parameters. DELIVER A MISSION OUTLINE BRIEF (ASCC) 2. Considering the disastrous result of poor instruction. b. as long as safety is not compromised. Young air cadet student glider pilots must be trained to the highest possible standard. active runway. poor altitude management in the training areas and large deviations in the circuit can place the glider in a situation that may preclude the instructor in effecting a safe recovery. Do not allow the student to go to the extent that someone else’s training time suffers. Conditions of the day applicable to the flight (surface and upper winds. Do not allow the student to exceed the limits of the glider. Glider Instructors. The execution of prohibited manoeuvres shall not be tolerated. alternate runways. Do not let the student deviate from the pattern such that it causes another student to alter his or her circuit. e. and. with full regard to the safety of student and machine. The instructor will probably pick up a deviation (a need for correction) before the student will. The briefing shall last from 3-5 minutes and shall contain the following items: AIM Aim of the mission (tasks and levels): describe the tasks to be flown and the proficiency levels to be attained for the upcoming mission. especially during manoeuvres such as unusual attitudes. Excessive deviations during tow. Do not allow the student to do anything illegal or unsafe. The student does not learn anything by maintaining airspeeds lower than the correct ones. Flying instruction is one of the most important training roles in the Air Cadet Organization.A-CR-CCP-242/PT-005 ANNEX A ADDITIONAL INSTRUCTIONAL NOTES GENERAL 1. The instructor shall present a mission outline brief (ASCC) to the student shortly before the flight.

Airsickness is the most common Aeromedical problem in flying training. DON'T assume that all sickness in the air is airsickness. land immediately. and general discomfort. the problem may be aggravated. still others may be severely incapacitated and unable to continue without ever vomiting. How the problem is handled by the Glider Instructor and the Flight Surgeon can make the difference between a minor and a major problem. DO attempt to continue with the flight modified if necessary. but can be confined to headache. The two major components that contribute to it. This will end the trip on a positive rather than a negative note. Airsickness does not always culminate in severe nausea and vomiting. real airsickness is treatable. When you are satisfied that the student is simply airsick. even if the student asks for it. DON'T discuss the problem before flights or during the flight. In nearly all cases. or simply poor performance on the student's part. DON'T let a student go flying smelling of vomitus! e. sweating. such as heavy breathing. If the student is able to continue and perform. While considered by most to be solely a medical problem to be handled by the Flight Surgeon. The Glider Instructor will have to make the decision as to which category the student fits. DO ask if the student is feeling all right. even at reduced efficiency. DO ensure that it is simply a case of airsickness. d. the Glider Instructor will see the problem first. g. and otherwise unexplainable reduced performance. b. reduced look-out. If it is possible. 6. and how it is handled may have a profound effect on the eventual outcome. DON'T continue with the flight if the student is unable to fly the glider or take instruction even at a reduced efficiency. the more chance there will be to adapt. this will give the confidence that the problem of airsickness can be dealt with. Space sickness. are inherent in the flying training environment and anyone can be made airsick under certain conditions. this may set the scene for a continuing problem. In the past. is a major problem even in the highly selected cadre of astronauts and cosmonauts. because airsickness is seen by many to be a moral weakness. If any of these symptoms are noticed. and lack of motivation and poor performance which is caused by some other reason or situation. It is estimated that one or two of every five pilot trainees will suffer from minor airsickness symptoms sufficient to interfere with performance in the air and that one or two of every 20 pilot trainees will have a major problem with airsickness. lack of motivation. DO observe the student carefully during the pre-solo trips for signs of airsickness. There are some important DO's and DON'T's that the Glider Instructor should keep in mind: a. preoccupation. which may seriously jeopardize their continued training. an analogue of airsickness. motion and anxiety. and it is therefore important to make the distinction between lack of motivation and poor performance caused by airsickness. carry on with essentially no ill effect. both can be associated with airsickness. DO attempt to get the student to carry out the recovery without having to give up control. c. others may be incapacitated and then relieved by vomiting. f. Some students feel that they are obligated to ask for such manoeuvres even if they don't feel up to it. preoccupation or lack of interest.A-CR-CCP-242/PT-005 AIRSICKNESS 4. DON'T demonstrate any aggressive manoeuvres on the first couple of flights. 4A-2 . 7. an aerobatic team leader suffered severely from airsickness in training. If you are unsure. Some students who get airsick may perform effectively up to the moment that they vomit and. If they are made sick on the first couple of flights. If the student is feeling sick. DO be prepared to discuss the problem in a relaxed and understanding fashion with the student after a flight. While one cannot excuse poor performance or lack of motivation for any reason. DO recognize that airsickness is a common and natural problem. DON'T carry on until he or she vomits. or anticipation of. The more flight time you can give the student. There is good evidence that over concern with. if he or she has been airsick. and. DON'T ask if the student is feeling sick. which may appear to the Glider Instructor to be lack of interest. symptoms leads to a more rapid onset of sickness. stomach upset. the student may not advise the instructor of feeling sick until it can no longer be disguised. A Glider Instructor does not always recognize that a trainee is suffering from airsickness. immediately after vomiting. mild nausea. 5. If the student is asked to concentrate on and report symptoms.

j. such as reciting a check or answering questions about the glider. the airsickness will be reduced. One of the student's greatest sources of anxiety is attributable to the desire to please the instructor.A-CR-CCP-242/PT-005 h. to be cautious not to move his or her head while rolling into or out of turns. Advise that look-out will be momentarily excused. DO be prepared to discuss airsickness as a naturally and commonly occurring problem which in all probability will resolve itself. k. DO tell the student to stop moving his or her head and to fix his or her gaze on the distant horizon. Not only might this develop an undesirable behaviour pattern in the student but also the problem will likely come to attention later when it may be more difficult to deal with it. at least temporarily. which requires both directed attention and experience. Advise that any head movements should be slow and in only one plane at a time. in all probability. Making a student airsick during early training by an overaggressive or unsympathetic Glider Instructor will. Real airsickness either resolves itself (with the Glider Instructor's help). i. there may be minor recurrences on later flights when spinning and advanced manoeuvres are introduced. During the debriefing. Advise the student to hold his or her head steady and to carry out visual tasks with eye movements only. Airsickness is most common during initial flights. therefore. DON'T "carry" a student who has a low airsickness threshold by avoiding certain necessary or critical flight manoeuvres early in training. DO give the airsick student control of the glider. It is important. 8. m. and attempt to emphasize any positive aspects of the mission both of these points will tend to reduce the student's anxiety level. DO give the student a mental task on which to concentrate. l. A student who is airsick on three or four consecutive flights or on more than one in every four flights should be referred to the Flight Surgeon. a problem which is commonly associated with airsickness and which can produce a real physiological emergency. DO advise the student that in future when doing look-out. since this may increase the anxiety component and aggravate the problem. or it is treatable (with the Flight Surgeon's help). if this anxiety can be reduced. impede progress by engendering anxiety and eroding the student's confidence in his or her ability to become a successful pilot. DON'T overstress the student. 4A-3/4A-4 . Airsickness that is not recognized by the Glider Instructor may be misinterpreted as primary lack of ability or motivation. DO direct the student to fly straight and level. DO guard against the student hyperventilating. Airsickness that manifests itself in severe nausea or vomiting is readily recognized and can be dealt with. to make this distinction. DO consult with the Flight Surgeon at any time. a demand of this sort redirects mental activity and tends to alleviate the symptoms of airsickness.

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USE OF QUALIFICATION STANDARD 4. 4B-1 . b. and The requirements needed to support the attainment of these objectives. in January 2004. Phase I consists of 10 sorties and approximately two hours of flying. Canadian Forces Manual of Individual Training. conduct and evaluation of the training program. This Qualification Standard (QS) is issued on the authority of the Chief of the Defence Staff. Phase II consists of 22 sorties and approximately four hours of flying. The members of the board consisted of 1 Cdn Air Div HQ A1 Trg. The Transport Canada standards for Glider Instructor Rating shall be met. The aim of the training resulting from this QS is to produce Instructor Glider Instructor Pilots for the ACGP.ANNEX B to CHAPTER 4 QUALIFICATION STANDARD SGS 2-33A AIR CADET GLIDER INSTRUCTOR COURSE FOREWORD 1. It was prepared in accordance with the concept of training outlined in the A-P9-000 series. TRAINING STRATEGY 3. This phase emphasizes flying proficiency from the rear seat. b. PREFACE 1. Managing Authority: 2 Cdn Air Div HQ. A Qualification Standard Writing Board. The ground school will be conducted concurrently with Phase I. AF Trg. This QS must be used in conjunction with the applicable specification for the purpose of producing the Training Plan. 2. All Instructional Development lectures must be completed prior to starting Phase II. CFS and Standards Representatives form each of the Cadet Training Regions. convened at 17 Wing Winnipeg. Suggestions for changes shall be forwarded through normal channels to AF AOT/ACGP SET. This QS contains: a. This QS shall be used as the primary authority governing the design. developed this QS. OUTLINE OF TRAINING 2. The training requirement will be achieved through a formal course. The seven Performance Objectives (POs) that course candidates shall achieve. This phase emphasizes instructional techniques and air lesson delivery. The course has two-phases: a. CHAPTER 1 AIM 1. This publication is effective upon receipt. 3. 2.

CHAPTER 1 RESPONSIBLE AGENCIES AND TRAINING ESTABLISHMENTS 1. b. Hold a valid and current TC glider licence with not less than: (1) (2) c. c. INSTRUCTOR ALLOCATION 6. or 10 hours PIC flight time in gliders and at least 200 flights. e. PREREQUISITES 4. Weight must be below 220 lbs. SCHEDULING 3. Be a minimum of 18 years of age. c. The designated Training Establishment are the five Regional Cadet Gliding Schools. Managing Authority: Matching Agency: Commissioning Agency: Nominating Agencies: 1 Canadian Air Division / D Cdts & JCR RCSUs DCdts RCSUs 2. Instructors: Instructors shall hold valid TC Glider Instructor Rating and an ACGP Instructor Standards Pilot Qualification. Training assistance will be required from: a. which are responsible for the conduct and evaluation of the training program. d. Wings / bases associated with each of the RGSs. TRAINING DURATION 5. b. This training will require approximately eighteen days. TRAINING ASSISTANCE 7. d. 20 hours PIC flight time in gliders and at least 125 flights. Agencies include: a. Provincial Air Cadet Leagues Regional Cadet Support Units 4B-2 . and Completion of the current instructor candidate PIP. b. Hold a valid TC Cat 3 Medical. Personnel must meet the following prerequisites prior to arrival for training: a. Courses will be conducted in each of the five regions annually prior to the cadet summer training period.

Critique sessions will be held at the termination of each course to obtain feedback on learning activities. Relevant environmental protection considerations and procedures are to be included in the production of the training plan where required. RCSUs shall arrange for all facilities and materials required to conduct this course. the presentation of training program content. The capacity varies with each RGS. CRITIQUES 14. planning. high sink or spoilers stuck scenarios. d. ANALYZE . air picture. wind assessment and lookout are examples of airmanship. QUALIFICATION 11. and administration procedures. cross-runway and straight ahead landing premature releases. A-CR-CCP-242/PT-005 1 Cdn Air Div Orders CATOs Regional Orders CARs TRAINING SUPPORT 13.To determine logically how the end result was or is to be achieved. c. situation awareness. CIRCUIT MODIFICATION – Modification to a conventional circuit due to all significant unforeseen events ie. and to examine in detail. TERMINOLOGY 15. common sense. ENVIRONMENTAL PROTECTION CONSIDERATIONS 10.All aspects of an individual's flying performance that are not covered by established procedures or directives. RELATED DOCUMENTS 12. The following terminology is used in chapter 4 of this document: AIRMANSHIP . 4B-3 . (Further information to be added as applicable). This course is offered in both official languages. This specifically excludes downwind. b. LANGUAGE OF INSTRUCTION 9. Successful completion of the training based on this QS will result in the awarding of a TC Glider Instructor Rating and ACGP Glider Instructor Pilot Qualification. The related documents are: a. This does not preclude the class senior from commenting on positive matters or reporting problems as they arise. Good judgement. e. CREW RESOURCE MANAGEMENT (CRM) – The effective utilization of communication and organizational skills by each crewmember to ensure the safe and effective completion of all tasks and duties.CAPACITY 8.

the rudimentary methods of performance.An appraisal or evaluation of a combination of tasks as observed and commented upon during a flight. b. SITUATIONAL AWARENESS . MINOR PHYSICAL ASSISTANCE – A control restriction or minor control pressure at a key stage in a flying sequence. PRE-FLIGHT BRIEFING – Formal tutorial ground instruction specific to an air lesson. 4B-4 . or simulation. FLIGHT MANAGEMENT – Manoeuvring a glider from the point of release to the circuit IP that includes the ability to judge altitude. Performance checks for this course consist of the Phase I and Phase II Final Flight Tests and the Written Final Exam. or responsibility to be performed. TASK . procedures etc. MISSION OUTLINE – Very brief (three to five minutes) flight outline and air exercise review that takes place just prior to flying an air lesson. position. and environmental considerations. performance . . a labour. MECHANICS .A cognizance or appreciation of the relevant circumstances and conditions occurring at any given moment. Attained through attentiveness. c. OPERATIONAL LIMITATIONS . mission. Proficiency levels generally increase as the course progresses.Applicable airspeeds. traffic.DEMONSTRATE . written in a three-part format. PERFORMANCE CHECK – An evaluating instrument used to determine whether or not students have mastered the standards associated with a performance objective.The lesson to be learned. TRIP ASSESSMENT . Both knowledge and skill are the enablers by which a task may be performed. which prescribes: a.How and/or how well the performance must be completed PHASE I – The first phase of this course consisting of flying proficiency from the rear seat.What the trained member must be able to do on the job conditions .A physical performance that may be accompanied by verbal explanation. PHASE II – The final phase of this course emphasizing instructional technique and air lesson delivery. MAJORITY – More than one half (51% or more). piece of work. ENABLING OBJECTIVE – The knowledge. skills and / or attitudes essential to the attainment of the PO. ENABLING CHECK – An evaluating instrument used to determine whether or not students have mastered the standards associated with an enabling objective eg.Limitations set on gliding operations as described in A-CR-CCP242/PT-005. ground school tests. power settings.The conditions under which the performance must be completed standard . PERFORMANCE OBJECTIVE – a formal statement of job-related training requirements.. PROFICIENCY LEVELS – The level of adeptness that a student should be capable of achieving through the combination of knowledge and skill in the performance of a task. trainer.

participation. Candidate required minimal assistance to analyze and/or correct errors. Candidates should receive formal indication of their progress in the course. d. b. Feedback to the trainee. the instructor shall rate individual tasks using one of the five proficiency levels listed below: LEVEL 1 . 4B-5 . and. Results of PCs. e. as specified in the assessment plan. 6. These levels are to be used to assist in defining the degree of proficiency required to meet this standard. LEVEL 3 . The training unit shall monitor the candidate's progress by administering Enabling Checks (ECs). making minor errors. The actual proficiency level requirements for any specific task will be determined by the training establishment in their Training Plan/Check ride details and will be consistent with the Standards as detailed in Chapter 4 of this document. Further instruction is required. Continuous monitoring of the course candidate’s progress is required to provide: a. Pass/Fail assessment of each course candidate will be based on the successful completion of all POs as stated in Chapter 4 of this publication. ECs and written or practical tests. Information in the event of a Progress Review Board (PRB). Candidates who experience difficulty are to be informed of the consequences and the disposition options available. Early warning of difficulty which may avoid more serious problems. ECs may be in the form of written tests. or flights. 4. and Interviewing/counselling results. c. as well as to provide a vehicle for progress monitoring. Any course candidate who fails to demonstrate safe working habits or who does not follow all safety precautions will be considered to have not met the minimum Performance Check (PC) requirements. 2. etc.Candidate was not capable of completing the task. c.ASSESSMENT OF COURSE CANDIDATES GENERAL 1. b. LEVEL 2 . Following each flight. Identification of elements requiring observations such as leadership. Equitable distribution of training assignments. d.Candidate completed the task but required verbal and/or minor physical assistance to avoid making major errors. PROGRESS MONITORING 3. Further practice is required. Completion of essential training activities required by POs. Candidate required verbal and/or physical assistance to avoid making major errors. PROFICIENCY LEVELS 5.Candidate completed the task. Records shall be maintained for each trainee and reflect the following: a. Feedback on the effectiveness of training. etc.CHAPTER 2 .

NOTE: Level 4 meets the Performance Objective (Standard) for the Glider Instructor Course 7.The student performed the majority of the tasks to a level higher than required by the TP.errors that significantly detract from the ideal and/or jeopardize safety or the successful completion of the task. or LEVEL 5 . NOTE: Where a task is not completed for reasons unrelated to the candidate's performance. and which refer to airmanship or HPMA (CRM) related activities. the task shall be assigned the following designation: DNCO – Duty Not Carried Out (reason shall be elaborated upon in the narrative). The attempt is likely to be successful. Failure to achieve the required standard on two tasks will constitute an Unsatisfactory rating. unsuitable environmental conditions or the situation not presenting itself during the trip.The student experienced difficulty achieving the minimum levels required by the TP.Candidate completed the task without assistance. such as: unserviceable equipment. and Minor errors . and easily performed the remaining tasks to the level required by the TP. Unsatisfactory – The Student’s overall performance did not meet the level required by the TP. In addition: The trip immediately preceding a flight test may not be rated as marginal No Enabling or Performance Checks may be rated as marginal The syllabus trip immediately following a marginal or unsatisfactory syllabus trip may not be rated as marginal. and supported by an observed task SUPPLEMENTAL ASSESSMENT 9. if: a. Marginal – The student was unable to achieve the level required by the TP on one task. A course candidate will normally be permitted one repeat PC on any failed PO. 4B-6 . shall be directly related to. The following definitions will apply to the rating of candidates: Major errors . Achieved Standard with Difficulty . NOTES: (1) Every effort shall be made to correct performance deficiencies as soon as possible. making only minor errors. Achieved Standard – The student performed all tasks to the level required by the TP.errors that detract from the ideal but do not jeopardize the successful completion of the task or accomplishment of the Performance Objective TRIP ASSESSMENT (TRAINING MISSIONS) 8.Candidate completed the task without assistance and without error.LEVEL 4 . Candidate was able to self-analyze and correct errors. the candidate's overall performance of the trip shall be assessed by the instructor as follows: Standard Exceeded . Following the rating of individual tasks using the 1-5 proficiency level scale. (2) Those items which are commented upon in any assessment.

or Failure of a retest on any PC or EC. and training establishment resources and facilities. COURSE FAILURE 13. the member's time. Continue with remedial training. UNSATISFACTORY COURSE PROGRESS 12. Results of any PRB shall be recorded and any recommendations shall be forwarded to the RCA Ops O. Extra tutoring. As result of poor performance or conduct. The attempt can be completed before the scheduled training program serial end date. a PRB will be convened. PO 404 (Conduct a training mission) and PO 405 (Assess student performance) shall all be completed in a given mission. Once a student’s progress has constituted a course failure. Successful completion of this course will be assessed by. The objective is to ensure that the student gains experience by conducting a lesson that he has developed. Course failure is deemed as: a. b. as approved by the staff. 10. PROGRESS REVIEW BOARD (PRB) 15. a candidate may appear before a PRB. Unsatisfactory Course Progress includes: a. is practicable in terms of instruction time. Any failed EC or PC. 14. c. d. The lesson shall be at least twenty minutes in length. Any UNSAT Trip. b. a. b. A written threshold knowledge EC and a written final PC. Note: Para 3(a) of PO 405 shall be assessed in the written PC as per para (a) above. convened under the direction of the RGS CO/RCA Ops O. if needed. c. Cease training. 4B-7 . Completion of the Phase I and Phase II flight tests. Recourse.b. b. Failure of any supplemental attempt will normally constitute course failure. c. and. PO 402 (Conduct a classroom lesson) will be achieved using the lesson developed by the student in PO 401. POs 403 (Prepare a training mission). and To achieve PO 401 (Prepare a classroom lesson) the student must develop a knowledge lesson based on a portion of a Glider Pilot Course ground school lesson. Recommended action will normally be one of the following: a. ASSESSMENT 11. Four UNSAT trips during the course.

the RCA Ops O may direct that a candidate be removed from training: a. The testing officer shall. 3. When the candidate's progress is below the minimum standard and there is no likelihood that the required standard will be attained. Each task shall be rated as soon as it has been completed. and aircraft checks. b. using on of the proficiency levels defined in Annex A to this Chapter. consider the candidate’s knowledge of procedures. ANNEX A FLYING TEST ADMINISTRATION GENERAL 1. Any variation from the ideal with respect to such factors as weather and aircraft serviceability must be compensated by a suitable allowance. IAW Cadet Administrative and Training Orders (CATO) 24-07. The aim of Regional Gliding Schools is to produce pilots of a pre determined quality.REMOVAL FROM TRAINING 16. A caution that simulated emergencies may be given at any time during the trip shall be emphasized. and/or For administrative or disciplinary reasons. c. COURSE REPORTS 17. To this end all tests must be administered fairly. Standardized flying testing provides a consistent assessment of the candidate’s level of achievement and a measure of progress at various stages of training. Block 12A shall be completed as either PASS or FAIL. The tendency to confine ratings to the central range should be avoided. c. The tendency to start with “ideal” (PL 5) and to reduce the rating by one point for each error is to be avoided. Candidates should not be tested under adverse weather conditions. Additional comments on the candidate's strengths and weaknesses may be shown in Block 17 with reference made to specific POs. b. No grade or class standing is to be assigned and the remainder of Block 12 is to be annotated N/A. Test results must be valid. The briefing shall include a brief trip outline and cover the areas of responsibility for lookout. 5. If the candidate is adversely affecting the training. for each course candidate. 4. Prior to the test the candidate shall be briefed on the conduct of the test. the testing officer shall adhere to the following: a. form CF 377. 4B-8 . 2. The training establishment shall prepare a Canadian Forces Course Report. The testing Officer should ensure that the aircraft has no unusual characteristics. the candidate is awarded a proficiency level that most accurately describes the performance. Using this system. when judging a performance. safety or morale of the other candidates. Flying tests require reliance on the testing officer’s experience and judgment. aircraft handling techniques (accuracy and smoothness) and airmanship. R/T. To maintain the highest degree of standardization during the test. An opinion of ability should be withheld until a task is completed to allow an overall impression of the performance to be made. A poor or excellent performance should be rating accordingly.

a test report must be completed as per A-CR-CCP-242/PT-001 Chapter 3 Annex A Card 8. 14. The assessment of the test will be determined on the basis of the candidate’s ability to effectively present a lesson contained in the 242. One of the terms defined in Chapter 3 para. e. Final assessment of the test should not be made until after the candidate has completed the lesson debriefing. Only the performance of the candidate is to be tested. e.When assessing instructional ability. If an instructor candidate “rides” the controls. If practical. 12. THE AIR LESSON – The objective is to test a course member’s ability to instruct effectively in the air. MISSION OUTLINE BY THE CANDIDATE – The candidate should use recommended instructional techniques while demonstrating a thorough knowledge of procedures as outlined in the 242. THE CATEGORY FLIGHT . The Category Check Ride shall be administered upon completion of Phase II. When assessing the specific points shown on the test card. The Phase I Check is to be conducted at the completion of Phase I. the candidate should be allowed to repeat what appears to be an isolated “Unsatisfactory” task. The testing officer who administered the original test shall not retest a candidate. The air lesson is linked directly to the Mission Outline. and 4B-9 . Although the five level system is used to assess individual sequences during the Phase I Check. g. A instructor candidate’s ability to maintain a clear two-way communication with the student: The method of exchanging control. 13. f. The validity of the fault analysis. If possible. This form should be used as a guide and any sequence taught may be tested. A task taught incorrectly constitutes a failure unless the course member corrects the error in the subsequent flight and/or debriefing.d. 10. the testing officer should consider: a. the testing officer will act as a student and should attempt to imitate the student’s ability that would be expected for a student at that point in the course. the overall rating of the two attempts shall not exceed the minimum acceptable. d. a broader assessment is required to grade the candidate’s overall performance. c. and Control of the aircraft is not to be taken unless safety demands or unless an aircraft controllability check is deemed to be necessary. PHASE I CHECK 8. b. a testing officer should not carry out more than one test on the same course member. The testing officer will also assess the proficiency of the candidate. however. 6. Personality traits must not influence the results of the test. 7. Assessment of the Mission Outline is made by forming an overall impression of its effectiveness. Suggestions or criticisms are not to be made during the test. The test shall include the sequences outlined in A-CR-CCP-242/PT-001 Figure 4-1-2. 9. 8 shall be used. When the test has been completed a thorough debriefing is to be given to the candidate. Whether the follow-through technique is utilized when demonstrating sequences. PHASE II CHECK 11. Following the Phase I Check Ride.

the testing officer will give a complete debriefing of the category test and inform the candidate of the result.PERFORMANCE OBJECTIVES PO 401 1. 16. Course Training Plan / Lesson specification. The efficient use of time and airspace. 18. A test report shall be completed following the category ride. 15. A candidate must understand that the sequence is taught on the assumption that a preflight briefing has been presented. the instructor will prepare a classroom lesson. References. 2. THE DEBRIEFING – A course member is required to give a debriefing that forms the conclusion of the Mission Outline and air lesson. THE RANDOM AIR LESSON – the purpose of the random air lesson is to test the candidate’s overall knowledge of the flying syllabus by requiring an air lesson to be taught on a sequence that is introduced at any time during the flight. Shall be used. e. FLYING PROFICIENCY – A candidate will be required to perform a representative selection of flying sequences throughout the trip. Conducting time appreciation. The proficiency levels required for these sequences are PL 4. Select delivery method. Given: (1) (2) (3) (4) (5) b. CHAPTER 3 . Identify lesson objectives. Standards: In accordance with specific references. b. a broader assessment is required to grade the candidate’s overall performance.f. Although the items listed in the para 12-17 above are individually assessed during the category ride. Following a candidate’s debriefing. Prepare classroom for lesson. to include: a. f. c. Computer resources. Denied: Assistance Environmental – N/A 3. This is a final opportunity to ensure that the lesson has been understood and that the points or questions that appeared during the air lesson are explained. Target audience. Performance: Prepare a classroom lesson Conditions: a. and Training/learning aids. Selecting and developing training/learning aids. 4B-10 . One of the terms defined in Chapter 3 para 8. 17. 19. d.

ii. iii. Introduction. and Approach. v. Classroom. Students. and Confirmation. Preparing lesson plans in accordance with principles of instruction to include: (1) Introduction. Course candidate participation. Closing Statements. Training Limitation: Nil.g. with: i. Summary. iii. Performance: Conduct a classroom lesson. Teaching Points. Lesson Plan. iii. 2. 15. 19. Application. 6. 4. Conditions: a. ii. References. Importance. Specific Reference Numbers: A-CR-CCP-242/PT-005. and Re-motivation of students. with: i. 5. iv. Objective. A-PD-050-001/PF-001 Specification Tasks. 8. Skills and Knowledge Numbers: S1-5. (2) Review. Body. iv. with: i. Given: (1) (2) (3) (4) (5) b. ii. Denied: Assistance 4B-11 . K1-3. Training/learning aids. PO 402 1. (3) Conclusion.

Skills and Knowledge Numbers: S1. Delivering classroom lesson. c. e. Student records. and Briefing the mission Outline (ASCC). b. c. 21. 4. instructor will conduct a classroom lesson to include: a. K3. Training Limitation: Nil. Denied: Assistance Environmental – N/A Standards: In accordance with specific references. 6. Briefing the air lesson IAW briefing guide. Briefing area. References. and Evaluating student performance. b. and. 7-13. the instructor will prepare a training mission by: a. Student(s). 4. 4. Performance: Prepare a training mission Conditions: a. Training Limitation: Nil. 6-18. 18-24. Preparing pre-air lesson briefing and. 5. 4B-12 . Standards: In accordance with applicable references. 3. Skills and Knowledge Numbers: S2. d. 3. Specific Reference Numbers: A-CR-CCP-242/PT-005. Given: (1) (2) (3) (4) (5) (6) b. Optimizing the sequence of training events. K1-3. 6.c. c. 5. 20. PO 403 1. 2. Training scenario. Determining air lesson emphasis based on training syllabus and student progress. Training/learning aids Preparing classroom. 4. Environmental – N/A. A-PD-050-001/PF-001 Specification Tasks. A-PD-050-001/PF-001 Specification Tasks. Specific Reference Numbers: A-CR-CCP-242/PT-005.

Air Lesson. 6. c. Conditions: a. 5. Environmental – as required by air lesson. Written/practical test (as applicable). A-PD-050-001/PF-001 Specification Tasks. c. b. 36. Performance: Conduct an air lesson. 13. and References. the instructor will conduct an air lesson to include: a. PO 405 1. Standards: With due regard to CRM. Skills and Knowledge Numbers: S2. Performance: Assess student performance. EDIC. 2. airmanship and flight safety in accordance with specific references. b. 34. Monitoring and supervision of student practice. Specific Reference Numbers: A-CR-CCP-242/PT-005. Progress card. d. Given: (1) (2) (3) (4) Glider and tow plane. Student. K1-6. 37. Training Limitation: Nil. Denied: Assistance. 3. 18-21. Glider. Air lesson. 24-30. 33. 4B-13 . Taking control as required. 2. Given: (1) (2) (3) (4) (5) Student.PO 404 1. and Flight and air lesson management. 4. situational awareness. Conditions: a.

b. Given: References Denied: N/A Environmental – N/A Training Limitation: Nil. 18. Specification Tasks. Specific Reference Numbers: A-CR-CCP-242/PT-005. K1-3. Maintaining student records. c. 29. 2. c. f. Completing Progress Card. Standards: In accordance with specified references the instructor will perform administrative duties to include: a. PO 406 1. Performance. and. 4B-14 . 21. A-PD-050-001/PF-001 5. Student progress monitoring. 3. Areas for improvement. Environmental: as required. to include: a. Monitoring student solo flights. and References.(6) (7) e. 8-10. Standards: In accordance with specified references the instructor will assess student performance. b. 32. 31. Performance: Conduct administrative duties Conditions: a. Skills and Knowledge Numbers: S2. b. 35. 13. h. Overall performance rating IAW TS/TP. Administration of written/practical tests: Monitoring student performance: Debriefing student. Review aim/objective. 12. to include: (1) (2) (3) (4) (5) g. Consequences of performance. 4. Briefing area. 4. 28. 3. 6 6. Denied: Assistance.

e. demonstrating PL 4 on all exercises. Specific Reference Numbers: A-CR-CCP-242/PT-005. Student. 34. the instructor will demonstrate flying proficiency from the rear seat. This will be confirmed with a PC at the end of Phase I. Specific Reference Numbers: A-CR-CCP-242/PT-005. PO 407 1. 32. K1. A-PD-050-001/PF-001 SPECIFIC SKILLS AND KNOWLEDGE NUMBERS: S33. 4. Air Lesson. 5-6 Training Limitation: Nil. Counselling and interviewing students. Standards: In accordance with specific references. Glider and tow plane. Environmental: Day VFR 3. Subsequent action in the event of: (1) (2) (3) Performance deficiencies. 2. 5. c. 4B-15 . Applying/enforcing regulations Preparing course report narratives. d. and. 6. Skills and Knowledge Numbers: S29. Performance: Demonstrate flying proficiency. 4. f. 5. Given: (1) (2) (3) b. A-PD-050-001/PF-001. 36. Conditions: a. 2. Administrative issues. CATO 5-212 Specification Tasks. Personal related issues. Denied: Assistance.c.

22. 19. 29. 6. and d. passive learning Confirm student learning and understanding Interpret and react to body language Respond to student difficulties Manage classroom environment Manage classroom time Maintain classroom discipline Administer tests Provide for individual student learning needs Optimize sequence of training events Provide assistance and cues Adapt lesson to changing situation Prepare pre-flight briefing Conduct pre-flight briefing Explain flying sequences Employ subdivision of tasks Effectively direct students attention to proper cues Demonstrate flying sequences Evaluate flying sequences Conduct performance analysis including: a. b. 3. c. 5. 10. Analyze errors and suggest methods of correcting weaknesses. 12. 3 31. 25. Adherence to applicable orders. 24. 2. A-CR-CCP-242/PT-005. Dealing with airsickness. CARS. 4. 20. 28.ANNEX A MAIN REFERENCES 1. 8. 4. 3. 14. Prepare and utilize lesson plan Time appreciation Select classroom delivery method Select. Use notes properly. 3 3 . 15. Recognize the development of unsafe situations. 16. and d. prepare and utilize training aids Prepare classroom for lesson Deliver classroom lesson Utilize AMOL technique Apply principles of instruction Use questioning techniques Listen effectively to student questions Encourage active vs. 18. 32. 4B-16 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 30. 11. 26. Taking control of tasks when required. b. 23. Completing air lesson progress cards. 27. Supervise student including: a. 9. Apply proficiency level to student sequence. A-PD-050-001/PF-001. Conduct post-flight debriefing Conduct administrative duties including: a. Identify student strengths and weaknesses. 2. 21. 13. 17. 7. and Flying Orders ANNEX B SKILLS 1. c.

and c. 3 3 3 4. Instructional methods. d. b. c. ACGP Manual. c. Spin entry. d. UPR. Patterns of learning. c. b. Create safe practice emergency situations 3 Utilize safe training practices 3 Supervise student solo flights including: 3 a. 2. Boxing aero tow. and d. and d. and e. 1 Cdn Air Div Orders. Full spin. 3 4B-17 . 2 3 6. Turning stalls. b. Training system Training documentation Learning principles including: a. 3. 34. c. 5. Provide corrections and aid via radio as required. b. EDIC / AMOL / ASCC. Conduct unsatisfactory course progress procedures. Monitor student manoeuvres. 35. 36. Canadian Air Regulations Occupational regulations including: a. Spiral dive entry. Write course report narratives. ICEPAC. and b. Manage flight profile to ensure accomplishment of air lesson objectives and safe recovery 3 KNOWLEDGE 1.33. Laws of learning. Demonstrate flying proficiency including: 3 a. IR. and e. Maintain student progress books. PRB. IRB. Flying Orders Unsatisfactory Course Progress procedures including a. 36. b.

(this page intentionally left blank) 4B-18 .

SOARING PILOT. Commercial (Aeroplane) or ATPL (Aeroplane) Licence and be current in accordance with TC standards. For the Bellanca Scout course. c. b. COURSE CONTENT 4. The pilot shall hold a valid Canadian Private Pilot (Aeroplane). REFERENCES 3. For the L-19 course. POWER PILOT. five hours PIC of aeroplanes in the preceding 12 months. CANDIDATE PREREQUISITES 2. When converting to a different aircraft type. the applicable tow conversion course for that aircraft type shall be completed. d. A-CR-CCP-244/PT-001 TOW AIRCRAFT CONVERSION COURSE Regional and Local Flying Orders. as applicable. and The pilot shall meet recency requirements in accordance with Transport Canada regulations and shall have flown. e. as a minimum. Regional and Local SOPs. d. Ground school instruction phase consisting of: (1) (2) an individual interview with each candidate. six lectures. as applicable.BELLANCA SCOUT AND L-19 GENERAL 1. met: Prior to being selected as a candidate for the tow conversion course. and Aircraft Operator's Manual. each approximately 50 minutes in length. A-CR-CCP-242/PT-005. a. the pilot shall have acquired not less than 150 hours PIC time on aeroplanes. the following prerequisites shall be a. f. and WINCH OPERATOR CONVERSION COURSES SECTION 1 TOW PILOT CONVERSION COURSE .A-CR-CCP-242/PT-005 CHAPTER 5 TOW PILOT. AIM. Pilot requests for the subject course shall be approved in writing by the RCA Ops O in accordance with course candidate prerequisites detailed in the following paragraphs and a personal interview assessment. The references for the course are as follows: a. the pilot shall have acquired not less than 100 hours PIC time on aeroplanes. The course shall be conducted in two phases: a. b. WINCH/AUTO LAUNCH. The tow pilot course is type specific. and 5-1-1 . c.

crosswind take-offs and landings. normal operating procedures. on normal and emergency flying and towing procedures. recent experience and frequency of flying. and invite and answer any questions. Section 9. d. Lectures 3 and 4. tail-dragger experience. discuss candidate’s experience including aircraft types flown. with emphasis on the tow aircraft upset phenomenon. (2) (3) 7. and discussion of previous flight safety incidents and accidents related to tow aircraft operations. discuss how flying an airplane with conventional landing gear may be counter-intuitive and their initial reactions from their previous experience may not be correct in this new environment. including the viewing of the USAF film on ground loops in the L-19. 6. The following are applicable: (1) aircraft emergency operating procedures. (3) c) Lectures 5 and 6. b. Reliance on the training to be received is crucial to success. Interview details are as follows: a. ensure they understand they will fly the aircraft the way the ACGP wants them to fly. and a flight test to confirm the candidate's ability to conduct normal and emergency flight operations and normal and emergency towing operations. c. Refer to Chapter 2. and aircraft operating data. The following are applicable: (1) (2) aircraft and aircraft systems operation. Lecture details are as follows: a) Lectures 1 and 2. Air training phase consisting of: (1) a series of training and review flights. for high time pilots with no tail-dragger experience. Ensure the candidate is ready to proceed with the course. dual and solo. The following are applicable: (1) (2) b) review of Air Standards and Course Standards. with emphasis on normal three-point landing procedures in conventional gear aircraft. (2) GROUND SCHOOL INSTRUCTION PHASE 5. Examinations shall be conducted as follows: 5-1-2 . operations flown in. with mandatory emphasis on three-point landings. tow emergency procedures. for pilots with significant experience on tail-dragger aircraft. and review of regional and local flying orders and SOPs. b. not how they think the aircraft should be flown. with emphasis on the ground loop phenomenon.A-CR-CCP-242/PT-005 (3) an open and a closed book examination.

Three-point landings and crosswind take-offs. 14. pre take-off. and each mission consists of a series of sequences/exercises (see Figure 5-1-1 below). AIR TRAINING PHASE 8. circuit. The candidate has a minimum of 500 hours PIC. PL 3 is required for each sequence before the student can go solo. Individual sequences/exercises shall be assessed in accordance with PL definitions detailed in Chapter 3. Examination questions are to be based on lectures 1 . c. Further: a. towing. and The pass mark for each examination shall be 85 per cent corrected to 100 percent. b. the RCA Ops O shall be informed and the candidates training file shall be annotated. The candidate has a minimum of 15 hours PIC in aircraft with conventional landing gear.A-CR-CCP-242/PT-005 a. landing and airmanship. 12. c.with the restriction relating to tow operations conducted under those crosswinds experienced during training. Based on proficiency. respectively. b. any mission may be waived by the RCA Ops O. Transiting to another airfield may be necessary to gain access to crosswind conditions. 5-1-3 . 10. If weather conditions do not provide the opportunity for the candidate to experience the required crosswind conditions the candidate may complete the training. b. take-off. and The candidate meets or exceeds the required standard for every sequence on all previous missions. to attain the Tow Pilot Qualification. Ideal wind conditions may not occur during the short conversion period. d. The open-book examination shall test the candidates knowledge of material presented in Lectures 1 to 4. PL 4 must be attained on the following sequences: pre-flight. 13.6. NOTES TO FLYING SYLLABUS 11. 9. The Tow Aircraft Standards Pilot conducting the conversion shall first demonstrate all new sequences or any sequence that is unfamiliar to the pilot undergoing conversion. Should any such Ops Restriction occur. except those indicated as mandatory in Fig 5-1-1. The flying training syllabus consists of a series of missions. but shall only be awarded a Restricted Tow Pilot category . The closed-book examination shall test the candidates knowledge of material presented in Lectures 5 and 6. All missions shall be preceded and succeeded by face-to-face briefings and debriefings. Both examinations shall be thoroughly reviewed in face-to-face debriefings prior to the commencement of the air training phase. including critical aircraft and towing emergencies. and landings with a crosswind component of not less than 10 kts to a maximum of 15 kts are mandatory components of the syllabus. provided that: a. Section 1. c. Section 1. Therefore it remains the Tow Aircraft Standards Pilot's responsibility to ensure that the candidate's crosswind experience meets this intent. The flight as a whole shall be assessed in accordance with OFR definitions also detailed in Chapter 3.

A Progress Book comprising one completed copy of the Tow Pilot Training Progress Card for each dual and solo mission (see Chapter 1 Section 5). e. the necessary documentation shall be appended to the Pilot Training Record in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD. c. and Informing the RCA Ops O and annotating the candidate's training file shall be repeated when the restriction is lifted. d. Once the RCA Ops O has reviewed the Course Training File and the appropriate action has been taken with respect to type conversion and tow pilot qualification. the RCA Ops O may reduce the glider tow requirement from 10 to five. FLIGHT TEST ASSESSMENT PROCEDURES 17. and The written recommendation of the Tow Aircraft Standards Pilot with respect to the candidate's ability to be awarded a tow aircraft conversion and tow pilot qualification. except that if the candidate holds a valid Canadian glider pilot licence. b. A successful open-book examination and a successful closed-book examination. Assessment of the candidate's ability shall be conducted by the RCA Ops O designated Tow Aircraft Standards Pilot and shall consist of the following: a. 18. Candidate pilots authorized for solo training flights shall be thoroughly briefed on the exercises to be flown and shall be fully monitored by the Tow Aircraft Standards Pilot authorizing the mission. The Tow Pilot Training Progress Card used for the Flight Test. 15. Subsequent to the completion of training. A dual check flight from a Tow Aircraft Standards Pilot conducted in the required crosswinds is required to rescind the restriction. and Chapter 1 Section 4 LOG BOOK CERTIFICATION.A-CR-CCP-242/PT-005 d. 5-1-4 . the RCA Ops O may grant the tow pilot qualification provided that the candidate has conducted a minimum of 10 glider tows under direct supervision. 16.

Normal handling. practice forced landing. additional exercises as briefed by Standards Pilot. Normal handling.5 2 3 4 5 6 7 8 9 10 11 12 Optional Optional Optional Optional Optional Optional Optional Optional Optional Mandatory Mandatory Total Course 1.0 1. additional exercises as briefed by Standards Pilot. additional exercises as briefed by Standards Pilot. spins and unusual attitudes (if applicable for aircraft type).0 1. Normal handling.5 1. circuits. landings.5 1. Normal handling. additional exercises as briefed by Standards Pilot. * During all solo flights. approaches.0 1.0 Normal handling.0 1. the rear control column must be removed. circuits. 1 Requirement Dual Solo* Sequence / Exercise Normal handling.0 0.5 5. stalls.0 1. additional exercises as briefed by Standards Pilot. To include at least one practice forced landing. Normal handling. Glider Towing Checkout and Flight Test. additional exercises as briefed by Standards Pilot. circuits. additional exercises as briefed by Standards Pilot. overshoots. Aircraft Handling Flight Test. Mandatory 1.5 8.0 1. touch and goes. circuits. circuits. spiral dives. circuits.A-CR-CCP-242/PT-005 Flt. circuits. Review before Flight Test. As briefed by Standards Pilot. slow flight. slips. Normal handling. circuits. Figure 5-1-1 Scout and L-19 Tow Conversion Syllabus 5-1-5 .5 1. No.

Climb* Glider Tow .Nose High (if appl) Circuit .Look-Out Airmanship . FLIGHT NUMBER DUAL / SOLO MANDATORY / OPTIONAL AIR TIME 1 D M 1.0 10 D O 1.5 4 4 4 4 4 4 4 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 3 3 - 12 D M 1.and --. --.Level and Turns Turns .5 Hours PIC within 12 Months / L-19 COURSE PRE-REQUISITES: 150 HRS PIC RCA OPS O MAY WAIVE OPTIONAL FLIGHTS IF: The Candidate has a minimum 500 HRS PIC.5 7 S O 1.Entry and Recovery (if appl) Unusual Attitudes .5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 D O 1. Altitude. Run up Pre-Take-Off .0 11 D M 1.Start.Touch and Go. or ATPL --.5 3 D O 1.Control and Recovery Spins .AIR CADET GLIDING PROGRAM TOW PILOT CONVERSION COURSE .Minimum of 15 HRS PIC on conventional gear aircraft --.AOIs and Checks Airmanship .Descent (Under Tow)* Glider Tow .Take-off* Glider Tow .Radio Performance Levels 3 3 3 3 4 4 4 4 * RCA Ops O may reduce the glider tow requirement from 10 to 5 tows if the candidate holds a valid Canadian Glider License.Final Approach Landing .Short Field Landing .0 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 S O 1.0 8 S O 1.Release* Glider Towing Emergencies* Airmanship .0 5 S O 1.Short Field Climb and Descent . Commercial.Nose Low (if appl) Unusual Attitudes .Flight Management Airmanship .Control Climb and Descent – Speed Slow Flight .Speed.Normal (Three Point) Landing . Taxi. Balance Pre-Flight – Inspection Pre-Take-Off .and --. Wgt.Check Take-Off – Normal Take-Off – Crosswind Take-Off .Entry and Downwind Circuit .0 9 S O 1.Meet or exceed the required standard on all required tasks.Crosswind Landing .and --.Turns* Glider Tow .Base Leg Circuit .0 4 4 4 4 4 4 Task Description Pre-Flight .0 6 D O 0.Meet TC Recency Requirements --. 5-1-6 .PROGRESSION CHART SCOUT PRE-REQUISITES: 100 HRS PIC PRE-REQUISITES FOR ALL TYPES: Valid Canadian Private Pilot License. Overshoot Practice Forced Landing Tow Aircraft Emergencies Glider Tow .Docs. Bank Stalls – Entry and Recovery Spiral Dive – Entry and Recovery Slips .and --.

The course shall consist of two phases: a. two lectures. Standard Operating Procedures. each approximately 50 minutes in length. and a minimum of three solo flights to confirm the candidate's ability to conduct normal and/or emergency flight operations. COURSE CONTENT 6. 5-2-1 . 4. Regional and Local Flying Orders. The references for the course are as follows: a. For those glider pilots converting from auto to winch launch (or the reverse).A-CR-CCP-242/PT-005 SECTION 2 WINCH AND AUTO LAUNCH CONVERSION COURSE GENERAL 1. and a closed book examination. Chapter 2. The conversion to winch/auto launch is conducted over a limited number of flights that requires careful training both in the cockpit and the classroom. REFERENCES 5. provides training that has the objective of ensuring that knowledgeable and competent glider pilots are performing duties in the winch or auto launch environment. A series of ground school lectures. Under these circumstances. c. Conversion of a student glider pilot to winch or auto launch may require a more extensive series of dual missions and ground school lessons. d. Regional and Local SOPs. and Launch Equipment details. A ground school instruction phase consisting of: (1) (2) b. CANDIDATE PREREQUISITE 3. AOIs. with emphasis on the recovery from launch failures using simulated rope/cable breaks. 2. e. the candidate shall hold a valid Canadian Glider Pilot Licence. b. the training requirements can be significantly reduced if previous training has covered ground school and experience elements of this course. Solo winch/auto launches may only be approved under the authority of the RCA Ops O. An air training phase consisting of: (1) (2) a minimum of six dual training flights on normal and emergency launch procedures. Chapter 2. combined with dual and solo winch/auto launch exercises. Due to the limited flight training allocated for air tow to winch/auto launch conversion. Chapter 2. the conversion from auto to winch or winch to auto launch shall be conducted under the direction of the RCA Ops O. The course is designed specifically for glider pilots who have been trained using air tow launches exclusively.

crosswind correction. crosswind correction. Regional and local flying orders and SOPs. wind velocity factors on airspeed. modified circuit. rope. Launch signals. normal release. normal release. Launch failure above 500 feet. etc. simulated rope/cable break. Lecture 1. rotation and climb techniques. signals. Launch equipment and launch techniques. Lecture details are as follows: a. and height and drift correction techniques. The first six launches are dual trips with an emphasis on launch techniques and emergency procedures. launch vehicle. Launch failure below 500 feet. (d) (e) 5-2-2 . Total flying time for the course is approximately one (1) hour. The times provided for each trip are approximate figures and will be dependant on the actual launch height achieved. Standard launch procedures. The flying training syllabus consists of a series of dual and solo launches.A-CR-CCP-242/PT-005 AIR TRAINING PHASE 7. winch. rotation and climb techniques. straight ahead or downwind landing. 5 :02 6 7 8 9 :05 Figure 5-2-1 Winch/Auto Launch Training Syllabus GROUND SCHOOL INSTRUCTION PHASE 8. The following are applicable: (1) (2) (3) Air Standards and Course Standards. normal release. rotation techniques. :08 :08 :08 Standard launch procedures. including: (a) (b) (c) cable. 400 feet to 700 feet AGL. power loss at winch or tow vehicle. climb attitude control and relationship to airspeed. safe airspeed ranges. Standard launch procedures. simulated rope/cable break. Launch signals. drift. launch sequence and function of personnel. aircraft launch speeds. drag chute. Mission 1 2 3 4 Exercise Introduction to Winch/Auto Launch Review of Winch/Auto Launch Review of Winch/Auto Launch Simulated Emergency Simulated Emergency Simulated Emergency Solo Launch Solo Launch Solo Launch Dual : 36 :08 :08 :08 :05 Solo : 24 Exercises Launch signals. hooks. rotation and climb techniques. and porpoising and release procedure. Launch vehicle failure.

power hesitation or power loss during launch. (c) (d) (e) (f) FINAL FLIGHT TEST . 5-2-3 . launch vehicle/winch failure procedures. Emergency procedures. accompanying shut down procedure. rope/cable break procedures for all altitudes. and previous flight safety incidents and accidents related to winch/auto launch operations. Once the RCA Ops O has reviewed the Course Training File and the appropriate action has been taken with respect to course completion. failure to release procedures. Lecture 2.ADMINISTRATION 9. The following are applicable: (1) Launch Site Safety Procedures. and safety and operational requirements prior to commencement of further launches. including: (a) (b) stop signal and pilot's response. the necessary documentation shall be appended to the Pilot Training Record in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD.A-CR-CCP-242/PT-005 b. and Chapter 1 Section 4 LOG BOOK CERTIFICATION. including: (a) (2) rope/cable handling.

A-CR-CCP-242/PT-005 (this page intentionally left blank) 5-2-4 .

5-3-1 (2) (3) . COURSE CONTENT 4. and The candidate shall have acquired not less than 35 hours PIC on aeroplanes. CANDIDATE PREREQUISITES 2. commercial (aeroplane) or ATPL (aeroplane) licence. Regional and local flying orders as applicable. b. f. Manual of Glider Flying Training. c. A ground school instruction phase consisting of: (1) (2) (3) b. b. AIM. Regional and local SOPs as applicable. five lectures. a series of solo and dual review flights to satisfy CARS licensing requirements. CARS. and a flight test to confirm that the candidate meets the proficiency requirements for licensing. REFERENCES 3. d. Prior to being selected as a candidate for the Power Pilot to Glider Pilot Conversion Course. An air training phase consisting of: (1) a series of dual training flights to ensure that the candidate is proficient in all normal and emergency procedures prior to solo. an open book examination. The candidate shall hold a valid Canadian private. with not less than five hours PIC on aeroplanes being flown in the 12 months prior to the course. the following prerequisites shall be met: a. Requests to convert power pilots to glider pilots shall be approved in writing by the RCA Ops O in accordance with the course candidate prerequisites detailed in the paragraphs that follow.A-CR-CCP-242/PT-005 CHAPTER 5 SECTION 3 POWER PILOT CONVERSION TO GLIDER PILOT GENERAL 1. approval will only be granted to satisfy a unique ACGP requirement. A-CR-CCP-242/PT-005. each approximately 50 minutes in length. Normally. The course shall be conducted in two phases: a. The references for the course are as follows: a. e. and a closed book examination. and Chapter 6.

normal glider manoeuvring speed. empty and gross weight. turning onto final into a wind gradient. and stall and spin characteristics at fore and aft C of G. normal flight characteristics at fore and aft C of G. Lecture 1. and interpretation of graphs and charts. including C of G limitations. Lectures 3 and 4 – Air Handling. minimum sinking speed. ground manoeuvring of gliders according to SOPs including towing. gliding into wind. handling and inspection of tow ropes. turns and release. L/D and winds). and a review of local and regional flying orders and SOPs . (6) (7) (8) (9) (10) (11) (12) c. overview of glider assembly and disassembly procedures. stalling and side-slipping speeds. Cockpit Equipment. pre-flight preparation and inspection of gliders. calculating gliding distance (given altitude. the type and location of cockpit equipment and flight controls. basic dimensions. tie-down procedures and equipment. tow positions. The following shall be addressed: (1) (2) (3) (4) (5) (6) the launch methods including a discussion of: take-off. slack rope procedure for air tow. high wind precautions and hazards of prop and jet blast danger areas. optimum gliding speed. the function and operation of the release handle. 5-3-2 (7) . and launch and air tow signals. Ground Equipment and Handling. Lecture details are as follows: a. typical airspeeds for air tow and free flight. The following shall be addressed: (1) (2) (3) (4) (5) aircraft construction. the requirements for weight and balance. a review of air standards and course standards. Lecture 2 – Schweizer Introduction. turning. spoiler control and trim lever. field safety. The following shall be addressed: (1) (2) b. signals.A-CR-CCP-242/PT-005 GROUND SCHOOL INSTRUCTION PHASE 5. calculation of weight and balance. and tow aircraft upset phenomenon. and considerations on approach and approach speed. details of the Ballast-CISTRSC pre-take-off check.

where thermals are found including terrain types and periods of the day. (11) (12) (13) d. The Air Lessons for this course have been selected from the Glider Pilot Course. The flying training syllabus comprises a series of flights to allow the candidate to learn the various glider sequences and to develop. manufacturer's crosswind limitations. centring the glider in a thermal. safety considerations in thermals (entry. Compared to the ab initio student glider pilot course. Lecture 5. overtaking and right-of-way). theory of hill/ridge and wave soaring. the PL Standard 5-3-3 . through repetition. the more common weather hazards to glider pilots including wind speed and crosswind.. limited instrumentation. field selection criteria for off-field landings. interpretation of crosswind charts. staying within gliding distance of the field. overtaking and the right-of-way. visual and other indications of thermals. The following shall be addressed: (1) (2) (3) (4) (5) (6) (7) (8) (9) determination of wind direction when airborne. pre-spin/stall ASCOT check. (10) (11) (12) USE OF SEAT SPACERS AND SEAT CUSHIONS 6. can only be acquired through practice. such as circuit modifications and launch emergencies. A cockpit fitting shall precede the first training flight and shall be recorded on the Initial Cockpit Fitting Card. Chapter 3. and pre-landing (downwind) SWARTSC check. double release failure and off-field landings. to ensure that all sequences are properly covered. the judgement needed to fly the glider safely. Although a power pilot will normally quickly grasp the basics of the mechanics of gliding. look-out. downwind and into-wind conditions. cloud avoidance and flight operations in rain (refraction error). 8. emergency procedures including rope breaks. and safety considerations with respect to hill/ridge and wave soaring including hazards of lee side operation. release failure. how thermals are formed. turn direction. gliding for maximum distance in calm. See Ch 2 Annex D and Ch 3 Annex A Card 9 AIR TRAINING PHASE 7. the subtleties.A-CR-CCP-242/PT-005 (8) (9) (10) maximum and minimum cockpit weights and requirements for ballast. the circuit with respect to altitudes and pattern nomenclature. factors affecting hill/ridge and wave soaring.

A-CR-CCP-242/PT-005 for various flights starts at a higher level (normally PL 2) and upgrades much quicker to the final PL Standard (PL 3) for all exercises/sequences. PL standards are identified in Chapter 1 Section 5. PRE-SOLO FLIGHTS/AIR LESSONS 9. For details on the pre-solo Air Lessons listed below, refer to the corresponding Air Lessons in Chapter 3, Glider Pilot Course. FINAL FLIGHT TEST - ADMINISTRATION 10. To comply with CAR 401.18, the flight test examiner shall endorse the student's logbook. The endorsement should be on the same page as the recorded flight, and shall include: a. b. c. date and location; method of launch; and examiner's name, license number, and signature.

11. Once the RCA Ops O has reviewed the Course Training File and the appropriate action has been taken with respect to course completion, the necessary documentation shall be appended to the Pilot Training Record in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD, and Chapter 1 Section 4 LOG BOOK CERTIFICATION.

5-3-4

A-CR-CCP-242/PT-005

Flt No. D1 D2

Air Lesson AL2 AL4

Exercise Attitude and Movements Air Tow, Straight Glide and Medium Turns Take-Off, Gentle Turns, Further Effect of Controls, Circuit Procedures, Approach and Landing Basic Stalls – Recognition and Recovery Air Tow Positions and Stalls Steep Turns, Stalls in Turns and Slipping Incipient Spins and Drift Illusions Spins and Spirals Steep Turns and Circuit Modification (High Entry) Slipping and Circuit Modification (Low Entry) Launch Emergency – Modified Circuit Launch Emergency – Downwind Landing Solo Flight Check

Release (Feet AGL) 2 000 2 000

Time (Approximate) Dual :12 :12 Solo

Total 0:12 0:24

D3

AL5/6

2 000

:12

0:36

D4 D5 D6 D7 D8 D9 D10 D11 D12 D13

AL7 AL8 AL9/10 AL12 AL13 AL15 AL17 AL20 AL21 AL24

2 500 2 500 2 500 3 000 3 000 2 000 2 000 800 400 2 500

:15 :15 :15 :18 :18 :12 :12 :05 :02 :15

0:51 1:06 1:21 1:39 1:57 2:09 2:21 2:26 2:28 2:43

Figure 5-3-1 Pre-Solo Flights/Air Lessons – Syllabus

5-3-5

A-CR-CCP-242/PT-005 POST-SOLO FLIGHTS/AIR LESSONS 12. For details on the post-solo Air Lessons listed below, refer to the corresponding Air Lessons in Chapter 3, Glider Pilot Course. Air Lesson Release (Feet AGL) 2 000 1 500 1 500 1 500 1 500 2 000 1 500 1 500 2 000 2 000 2 000 2 000 1 500 1 500 1 500 1 500 1 500 3 000 1 500 1 500 1 500 1 500 1 500 2 500 :15 3:40 3:28 :18 :10 :10 :10 :10 :10 :12 :10 :10 10 :10 :10 :12 :10 :10 :12 :12 :12 Time (Approximate) Dual Solo :12 :10 :10 :10 :10 2:55 3:05 3:15 3:25 3:35 3:47 3:57 4:07 4:19 4:31 4:43 4:55 5:05 5:15 5:25 5:35 5:45 6:03 6:13 6:23 6:33 6:43 6:53 7:08 7:08

Flt No. S1 S2 S3 S4 S5 D14 S6 S7 S8 S9 S10 D15 S11 S12 S13 S14 S15 D16 S16 S17 S18 S19 S20 D17

Exercise First Solo: Gentle and Medium Turns Second Solo: Medium Turns Third Solo: Medium Turns Fourth Solo: Medium Turns Fifth Solo: Steep Turns

Total

25

Progress Check Sixth Solo: Steep Turns Seventh Solo: Steep Turns Eighth Solo: Gentle Stalls Ninth Solo: Medium Stalls Tenth Solo: Spoiler Open Entry Stalls

26

Progress Check Eleventh Solo: Crosswind Operations Twelfth Solo: Crosswind Operations Thirteenth Solo: Medium and Steep Turns Fourteenth Solo: Medium and Steep Turns Fifteenth Solo: Medium and Steep Turns

28

Pre Flight Test Comprehensive Review Sixteenth Solo: Slipping Seventeenth Solo: Slipping Eighteenth Solo: Medium and Steep Turns Nineteenth Solo: Medium and Steep Turns Twentieth Solo: Medium and Steep Turns

29

Final Flight Test

Total Flights: 37 (consisting of 17 Dual and 20 Solo)

Figure 5-3-2 Post-Solo Flights/Air Lessons – Syllabus

5-3-6

A-CR-CCP-242/PT-005

PROFICIENCY LEVEL (PL) STANDARDS FLT NUMBER AIR LESSON PRE-FLIGHT GRND HANDLING TAKE-OFF EMERGENCY AIR TOW SPIN/INCIPIENT SPIRAL DIVE STALL SLIPPING SLIPPING TURN STRAIGHT GLIDE GENTLE TURNS MEDIUM TURNS STEEP TURNS DOWNWIND BASE TURN BASE LEG FINAL TURN APPROACH LANDING CIRCUIT MOD FLIGHT MGMT AIRMANSHIP 1 2 Figure 5-3-3 Proficiency Level (PL) Standards 2 2 2 2 2 2 1 2 2 2 2 2 2 3 2 2 3 3 3 2 3 3 3 3 3 3 3 2 3 3 3 3 3 3 2 1 2 2 3 3 3 1 2 2 2 1 2 4 3 5/6 4 7 3 3 2 3 3 5 8 6 9/10 7 12 8 13 9 15 10 17 11 20 12 21 13 24 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3

5-3-7

A-CR-CCP-242/PT-005 (This page left intentionally blank)

5-3-8

A-CR-CCP-242/PT-005 SECTION 4 SOARING PILOT CONVERSION TO ACGP PILOT GENERAL 1. Requests to convert pilots trained at soaring clubs to the ACGP shall be approved in writing by the RCA Ops O in accordance with the course candidate prerequisites detailed in the following paragraphs. The purpose of this conversion is to ensure that soaring club trained pilots are fully conversant with ACGP procedures and standards. CANDIDATE PREREQUISITES 2. Prior to being selected as a candidate for this conversion, the following prerequisites shall be met: a. b. c. REFERENCES 3. The references for the course are as follows: a. b. c. d. A-CR-CCP-242/PT-005; Regional and local flying orders; Regional and local SOPs; and Chapter 6, Manual of Glider Flying Training. The candidate shall hold a valid Canadian Glider Pilot Licence; The candidate shall be qualified in air tow; and The candidate has not failed the Glider Pilot Scholarship Course.

COURSE CONTENT 4. The course shall be conducted in two phases: a. A ground school instruction phase consisting of: 1) 2) 3) b. four lectures, each approximately 50 minutes in length; an open book examination; and a closed book examination.

An air training phase consisting of: 1) a series of dual training flights to ensure that the candidate is proficient in all normal and emergency procedures; and a Proficiency Check to confirm that the candidate meets the ACGP proficiency requirements.

2)

GROUND SCHOOL INSTRUCTION PHASE 5. Lecture details are as follows: a. Lecture 1. The following shall be addressed: 5-4-1

A-CR-CCP-242/PT-005 1) 2) b. a review of air and course standards; and a review of local and regional flying orders and SOPs .

Lecture 2 – Schweizer Introduction, Cockpit Equipment, Ground Equipment and Handling. The following shall be addressed: 1) 2) 3) 4) 5) aircraft construction, basic dimensions, empty and gross weight; the type and location of cockpit equipment and flight controls; the function and operation of the release handle, spoiler control and trim lever; overview of glider assembly and disassembly procedures; ground manoeuvring of gliders according to SOPs including towing, turning, signals, field safety, high wind precautions and hazards of prop and jet blast danger areas; tie-down procedures and equipment; handling and inspection of tow ropes; pre-flight preparation and inspection of gliders; the requirements for weight and balance, including C of G limitations, normal flight characteristics at fore and aft C of G, and stall and spin characteristics at fore and aft C of G; calculation of weight and balance, and interpretation of graphs and charts; details of the Ballast-CISTRSC pre-take-off check; and launch and air tow signals.

6) 7) 8) 9)

10) 11) 12) c.

Lectures 3 and 4 – Air Handling. The following shall be addressed: 1) the launch methods including a discussion of: a) b) c) 2) 3) take-off, tow positions, turns and release, slack rope procedure for air tow, and tow aircraft upset phenomenon;

typical airspeeds for air tow and free flight; optimum gliding speed, minimum sinking speed, normal glider manoeuvring speed, calculating gliding distance (given altitude, L/D and winds), gliding into wind, turning onto final into a wind gradient, and considerations on approach and approach speed; stalling and slipping speeds; maximum and minimum cockpit weights, and requirements for ballast; the circuit with respect to altitudes and pattern nomenclature; emergency procedures including rope breaks, single and double release failure and off-field landings; 5-4-2

4) 5) 6) 7)

A-CR-CCP-242/PT-005 8) the more common weather hazards to glider pilots including wind speed and crosswind, manufacturer's crosswind limitations, interpretation of crosswind charts, limited instrumentation, cloud avoidance and flight operations in rain (refraction error); pre-spin/stall ASCOT check; and pre-landing (downwind) SWARTSC check.

9) 10)

USE OF SEAT SPACERS AND SEAT CUSHIONS 6. A cockpit fitting shall precede the first training flight and shall be recorded on the Initial Cockpit Fitting Card. See Ch 2 Annex D and Ch 3 Annex A Card 9 AIR TRAINING PHASE 7. The flying training syllabus consists of a series of dual flights to acquaint the candidate with the ACGP and to ensure that there is a complete understanding of all ACGP standards and procedures. 8. As a licensed glider pilot, the candidate will be expected to make rapid progress through the flying phase and will, therefore, not require more than an exposure to each of the sequences/exercises. Consequently, the PL standard for all flights in this conversion course is PL 3, with the exception of D1 and D2 (familiarization flights) which do not require an OFR or PL. 9. To assist candidates who experience difficulty in achieving the required standard, the CFI RGS or CO/RCA Ops O may approve a maximum of three (3) extra dual flights and a re-ride. If unsuccessful, this will constitute grounds for cease training. AIR LESSONS 10. For details on the Air Lessons listed below, refer to the corresponding Air Lessons in Chapter 3, Glider Pilot Course. FINAL FLIGHT TEST - ADMINISTRATION 11. Once the RCA Ops O has reviewed the Course Training File and the appropriate action has been taken with respect to course completion, the necessary documentation shall be appended to the Pilot Training Record in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD, and Chapter 1 Section 4 LOG BOOK CERTIFICATION.

5-4-3

A-CR-CCP-242/PT-005

Flt No. D1 D2 D3

Air Lesson AL1 AL1 AL4, 5, 6 and 7 AL10, 12 and 13 AL16 AL17 AL20 AL21 AL24 2-33A Famil

Exercise

Release (Feet AGL) 2500 2500 2 500

Time :15 :15 :15

Total 0:15 0:30 0:45

Local Operation and Area Famil Take-Off, Air Tow, Straight Glide, Medium/Gentle Turns, Stalls, Circuit, Approach and Landing Spins, Spirals, Steep Turns and Slipping Review Circuit Modification (High Entry) Review Circuit Modification (Low Entry) Launch Emergency and Circuit Modification Launch Emergency and Downwind Landing Proficiency Check Figure 5-4-1 Air Lessons – Flying Syllabus

D4 D5 D6 D7 D8 D9

3 000 2 500 2 500 800 400 2 500

:18 :15 :15 :05 :03 :15

1:03 1:18 1:33 1:38 1:41 1:56

5-4-4

A-CR-CCP-242/PT-005 SECTION 5 WINCH LAUNCH OPERATOR COURSE GENERAL 1. The Winch Launch Operator Course is designed to provide all ACGP winch operators with a sound background in winching theory, techniques, and procedures, regardless of winch design. CANDIDATE PREREQUISITE 2. Requests for Winch Operator Training shall be approved by the RCA Ops O.

REFERENCES 3. The references for the course are as follows: a. b. c. d. A-CR-CCP-242/PT-005 Ch 2, Sec 3, Tow Rings, Ropes, Cables; A-CR-CCP-242/PT-005 Ch 2, Sec 5, Winch Launch Procedures; Regional and Local Flying Orders; and Regional and Local SOPs.

COURSE CONTENT 4. Winch Launch Operator training shall consist of a Ground School Instruction phase that combines lectures and practical learning, and a Winch Launch phase that combines demonstrative and practical experience. GROUND SCHOOL INSTRUCTION PHASE 5. Lecture details are as follows: a. Lecture 1. The following are applicable: (1) (2) (3) Winch Launch Operator course requirements; National, Regional, and Local Flying Orders and SOPs; and Winch equipment and launch techniques, including: (a) (b) cable, rope, chute, winch, glider launch speeds, etc; considerations for winch location, including: wind, length of RWY, aligned with launch point; launch sequence and function of personnel; signals, climb attitude control and relationship to airspeed, safe airspeed ranges; wind velocity factors on airspeed, drift, altitude, and drift correction techniques; glider porpoising and glider release procedure; and rope/cable retrieve procedures.

(c) (d) (e) (f) (g)

5-5-1

(c) (d) (e) (f) (g) (h) c. (2) (3) (4) (5) (6) WINCH LAUNCH PHASE 6.location. The Winch Launch phase consists of a series of Observed and Completed Launches. rope/cable retrieval. failure to release procedures. and observers .A-CR-CCP-242/PT-005 b. guillotine . rope/cable retrieval problems. controls and their operation. travel.loading. etc. Equipment Instruction and Practical Experience. etc. winch daily inspection(s) (DI). permission. The following are applicable: (1) Launch Site Safety Procedures. to include as a minimum: the operator platform layout. The following are applicable: (1) winch equipment and operation. high wind conditions. power hesitation or power loss during launch. instrumentation and associated operating ranges. rope/cable splicing. and logging of winch activities. including as a minimum: (a) (b) (c) (d) (2) cable/rope handling. Training during this time should include the widest spectrum of operational environments. guillotine operation. numbers. such as calm conditions. Emergency procedures. safety and operational requirements prior to commencement of further launches. accompanying shut-down procedures. and cross winds. Ten launches are observed by the candidate as performed by a qualified Winch Launch Instructor while ten launches are completed by the candidate under the direct supervision of a qualified Winch Launch Instructor. and trailer hitch usage (if applicable). including: (a) (b) stop signal and operator response. parachute attachment. usage. rope/cable retrieval safety. Lecture 2. winch failure procedures. cable/rope break procedures for all altitudes. and review of selected flight safety incidents and accidents related to winch launch operations. 5-5-2 .

rotation and climb techniques. Figure 5-5-1 Winch Launch Training Syllabus COURSE FAILURE 10. Launch failure above 500 feet AGL. normal release. Standard launch procedures. For example. Once a candidates progress has constituted course failure a PRB will be convened under the direction of the RCA Ops O. of which one may be a winch power loss scenario. equivalent to PL 3. However. cable/ rope retrieve. candidates shall not complete two consecutive launches until all 10 Observed Launches are complete. candidates must still complete the minimum two required simulated emergencies to complete the Winch Launch phase of training. After observing a minimum of 3 launches.A-CR-CCP-242/PT-005 7. Prior to any simulated emergencies. cable/rope retrieve. the simulated emergencies may need to be postponed due to operational or weather constraints . normal release. 11. COURSE STANDARD 9. Standard launch procedures. or winch power loss at 500 to 700 feet AGL. to a maximum of 10 additional Completed Launches at which time course failure criteria has been met. cable/rope retrieve. rotation and climb techniques. simulated cable/ rope break. rotation and climb techniques. candidates may begin the practical phase of training. 8. Course failure is defined as the candidate being unable to demonstrate the required standard after 20 Completed Launches.however. 5-5-3 . Standard launch procedures. Launch signals. crosswind correction. Launc h 1 2 3 4 5 6 7 8 9 10 Exercise Introduction to Winch Launch Review of Winch Launch Review of Winch Launch Winch Launch Simulated Emergency Winch Launch Winch Launch Simulated Emergency Winch Launch Winch Launch Exercises Launch signals. simulated cable/ rope break. Standard launch procedures. The candidate must experience at least two simulated winch launch emergencies. The Winch Launch Instructor may use additional Observed and Completed Launches to ensure the candidate is safe and effective. the LCO and glider pilot shall be briefed on the planned simulated emergency. crosswind correction. It may not be possible to follow the numbered sequence of launches. Launch failure above 500 feet AGL. Launch signals. Results of any PRB shall be recorded and any recommendations shall be forwarded to the RCA Ops O. The Winch Launch Training Syllabus at Figure 5-5-1 is the minimum successfully Completed Launches required to grant the qualification. A rating of “Satisfactory". (see Ch 1 Sec 5) on the last 4 consecutive Completed Launches is required to meet the Course Standard. or winch power loss at 500 to 700 feet AGL. normal release. Standard launch procedures.

The recommendation documentation shall include the Winch Launch Operator Training Log. a recommendation that the candidate be certified as a Winch Launch Operator may be made to the RCA Ops O. Course documentation shall consist of the Winch Launch Operator Training Log.A-CR-CCP-242/PT-005 COURSE DOCUMENTATION 12. See Figure 5-5-2. 5-5-4 . Once the RCA Ops O has reviewed and confirmed the course training document(s). RECOMMENDATION FOR QUALIFICATION 13. QUALIFICATION CERTIFICATION 14. Following successful course completion. the candidate's Pilot Training Record shall be updated in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD.

weather conditions. Winch Launch Operator Training is complete Date: Name and Signature of Winch Launch Instructor: Figure 5-5-2 Winch Launch Operator Training Log 5-5-5 . Winch instructors may complete up to 20 launches to ensure that the candidate is competent and safe. etc) Completed Launches: (to include at least two simulated emergencies) Date Instructor Notes (emergencies.A-CR-CCP-242/PT-005 WINCH LAUNCH OPERATOR TRAINING LOG CANDIDATE'S NAME: Lectures 1 and 2 completed Date: Name and Signature of Winch Launch Instructor: Equipment instruction and practical completed Date: Name and Signature of Winch Launch Instructor: Observed Launches: Date 1 2 3 4 5 6 7 8 9 10 Instructor Notes (emergencies. weather conditions. The last 4 Completed Launches must achieve a rating of "Satisfactory". etc) 1 2 3 4 5 6 7 8 9 10 A minimum of 10 Observed and 10 Completed Launches are required to complete the training.

A-CR-CCP-242/PT-005 (this page intentionally left blank) 5-5-6 .

A-CR-CCP-242/PT-005 AIR CADET GLIDING PROGRAM MANUAL. and Superdog Pilot Checklist. g. six lectures. as applicable. REFERENCES 3. CANDIDATE PREREQUISITES 2. and The candidate shall meet recency requirements in accordance with Transport Canada regulations and shall have flown. and an open and a closed book examination. five hours PIC of aeroplanes in the preceding 12 months. The references for the course are as follows: a. Commercial (Aeroplane) or ATPL (Aeroplane) Licence and be current in accordance with TC standards. A-CR-CCP-244/PT-001 TOW AIRCRAFT CONVERSION COURSE. The candidate shall hold a valid Canadian Private Pilot (Aeroplane). Aircraft Operator's Manual. Air training phase consisting of: 5-6-1 .A-CR-CCP-242/PT-005 SECTION 6 TOW PILOT CONVERSION COURSE – SUPERDOG GENERAL 1. When converting to a different aircraft type. as a minimum. e. c. an individual interview with each candidate. d. as applicable. each approximately 50 minutes in length. Regional and Local SOPs. Regional and Local Flying Orders. Ground school instruction phase consisting of: (1) (2) (3) b. a. f. The tow pilot course is type specific. b. Candidate requests for the subject course shall be approved in writing by the RCA Ops O in accordance with course candidate prerequisites detailed in the following paragraphs and a personal interview assessment. COURSE CONTENT 4. The course shall be conducted in two phases: a.Superdog. the following prerequisites shall be met: a. The candidate shall have acquired not less than 150 hours PIC time on aeroplanes. b. c. AIM. the applicable tow conversion course for that aircraft type shall be completed. Prior to being selected as a candidate for the Tow Conversion Course .

and d. recent experience and frequency of flying. review of Air Standards and Course Standards. Reliance on the training to be received is crucial to success. a flight test to confirm the candidate's ability to conduct normal and emergency flight operations. positions of instruments. including but not limited to: (a) (b) (c) (d) (e) (f) (g) (h) (2) aircraft overview. and normal and emergency towing operations. for pilots with significant experience on tail-dragger aircraft. aircraft and engine components. for high time pilots with no tail-dragger experience. discuss candidate’s experience including aircraft types flown. aircraft systems. discuss how flying an airplane with conventional landing gear may be counter-intuitive and their initial reactions from their previous experience may not be correct in this new environment. and review of regional and local flying orders and SOPs. STOL components and aerodynamic principles related to these components.A-CR-CCP-242/PT-005 (1) a series of training and review flights. The following are applicable: (1) aircraft and aircraft systems operation. normal operating procedures. (2) (3) GROUND SCHOOL INSTRUCTION PHASE 5. including but not limited to: 5-6-2 . crosswind take-offs and landings. operations flown in. 6. Lectures 1 and 2. pitch lever control with review on proper operation sequence of levers. not how they think the aircraft should be flown. Interview details are as follows: a. The following are applicable: (1) (2) b. Lecture details are as follows: a. dual and solo. c. manifold pressure vs RPM indications. with mandatory emphasis on three-point landings. and throttle vs. use of cowl flaps and to confirm the candidate's ability to conduct normal and emergency towing operations using specified power settings. Lectures 3 and 4. b. ensure they understand they will fly the aircraft the way the ACGP wants them to fly. and a tow proficiency check to train and review power settings. Ensure the candidate is ready to proceed with the course. tail-dragger experience. principles of Constant Speed Propeller. on normal and emergency flying and towing procedures. gauges and levers. invite and answer any questions.

manifold pressure. and emphasis on normal three-point landing procedures in conventional gear aircraft. PL 4 must be attained on the following sequences: pre-flight. take-off power settings and performance (with and without glider). take-off performance with STOL kit (with and without glider). engine failure glide performance. 9. The open-book examination shall be on the material presented in Lectures 1 to 4. Both examinations shall be thoroughly reviewed in face-to-face debriefings prior to the commencement of the air training phase. aircraft operating data. including but not limited to: (a) (b) (c) power settings. slow flight handling characteristics. landing and airmanship. PL 3 is required for each sequence before the candidate can go solo. and emphasis on the tow aircraft upset phenomenon. and each mission consists of a series of sequences/exercises (see Figure 5-6-1 below). b. cruise. to attain the Tow Pilot Qualification. including critical aircraft and towing emergencies.A-CR-CCP-242/PT-005 (a) propeller settings and manifold pressure: start. including but not limited to. circuit. towing. 7. shutdown. pre take-off. Refer to Chapter 2. c. take-off. run-up: propeller cycling. (a) (b) (c) constant speed propeller failures. approach. and emphasis on the ground loop phenomenon. propeller setting. propeller and manifold control during glider release. take-off. such has viewing of the USAF film on ground loops in the L-19. Lectures 5 and 6. The flying training syllabus consists of a series of missions. The closed-book examination shall be on the material presented in Lectures 5 and 6. (b) (c) (d) (e) (f) (g) (3) c. (3) discussion of previous flight safety incidents and accidents related to tow aircraft operations. AIR TRAINING PHASE 8. 5-6-3 . (2) tow emergency procedures. The following are applicable: (1) aircraft emergency procedures. and The pass mark for each examination shall be 85 per cent corrected to 100 percent. use of cowl flaps. Section 9. Examinations shall be conducted as follows: a.

0 1. Requirement Dual Solo* Sequence / Exercise Normal handling.0 Optional Optional Mandatory Mandatory Total Course * During all solo flights. spiral dives. spins and unusual attitudes. Based on proficiency. Review before Aircraft Handling Flight Test. the candidate has a minimum of 10 hours PIC on aircraft with constant speed propellers. additional exercises as briefed by Standards Pilot. 1. circuits. approaches.0 Normal handling. Tow Proficiency Checkout. overshoots. slow flight. the candidate has a minimum of 500 hours PIC. Normal handling. any mission may be waived by the RCA Ops O. Normal handling. The flight as a whole shall be assessed in accordance with OFR definitions also detailed in Chapter 1.5 2 Mandatory 1.5 1. additional exercises as briefed by Standards Pilot. stalls. except those indicated as mandatory in Fig 5-6-1.0 1.0 1. To include at least one practice forced landing. the rear control column must be removed. landings.0 5.0 1. practice forced landing (power settings and cowl flap use will be emphasized throughout). c. additional exercises as briefed by Standards Pilot. Flt. circuits. slow flight. approaches. circuits. circuits. circuits. slips. additional exercises as briefed by Standards Pilot. b.5 3 4 5 6 7 8 9 10 11 12 Optional Optional Optional Optional Optional Optional 2. Normal handling. Section 5.A-CR-CCP-242/PT-005 10. the candidate has a minimum of 15 hours PIC in aircraft with conventional landing gear. slips. spins and unusual attitudes. Section 5. touch and goes. circuits.0 1. touch and goes.0 1. overshoots. Individual sequences/exercises shall be assessed in accordance with PL definitions detailed in Chapter 1.5 10. additional exercises as briefed by Standards Pilot. additional exercises as briefed by Standards Pilot. and 5-6-4 . Normal handling. Normal handling. spiral dives. provided that: a. practice forced landing (power settings and cowl flap use will be emphasized throughout). circuits. Figure 5-6-1 Superdog Tow Conversion Syllabus NOTES TO FLYING SYLLABUS 11.0 1. Aircraft Handling Flight Test. As briefed by Standards Pilot. circuits. Normal handling. landings. stalls. No. 1 Mandatory 1.

A Progress Book comprising one completed copy of the Tow Pilot Training Progress Card for each dual and solo mission (see Chapter 1 Section 5).with the restriction relating to tow operations conducted under those crosswinds experienced during training. the candidate meets or exceeds the required standard for every sequence on all previous missions. b. e. but shall only be awarded a Restricted Tow Pilot category . except that if the candidate holds a valid Canadian glider pilot licence. Three-point landings and crosswind take-offs and landings a crosswind component of not less than 10 kts to a maximum of 15 kts are mandatory components of the syllabus. A dual check flight from a Tow Aircraft Standards Pilot conducted in the required crosswinds is required to rescind the restriction. 12. c. Once the RCA Ops O has reviewed the Course Training File and the appropriate action has been taken with respect to type conversion and tow pilot qualification. d. the RCA Ops O shall be informed and the candidates training file shall be annotated. 14. Assessment of the candidate's ability shall be conducted by the RCA Ops O designated Tow Aircraft Standards Pilot and shall consist of the following: a. Candidate pilots authorized for solo training flights shall be thoroughly briefed on the exercises to be flown and shall be monitored by the Tow Aircraft Standards Pilot authorizing the mission. Therefore it remains the Tow Aircraft Standards Pilot's responsibility to ensure that the candidate's crosswind experience meets this intent. 16. and Informing the RCA Ops O and annotating the candidate's training file shall be repeated when the restriction is lifted. If weather conditions do not provide the opportunity for the candidate to experience the required crosswind conditions the candidate may complete the training. Subsequent to the completion of training. Further: a. d. Ideal wind conditions may not occur during the short conversion period. FLIGHT TEST ASSESSMENT PROCEDURES 17. b. c. Transiting to another airfield may be necessary to gain access to crosswind conditions. The Tow Pilot Training Progress Card used for the Flight Test. and Chapter 1 Section 4 LOG BOOK CERTIFICATION. 13.A-CR-CCP-242/PT-005 d. respectively. A successful open-book examination and a successful closed-book examination. The Tow Aircraft Standards Pilot conducting the conversion shall first demonstrate all new sequences or any sequence that is unfamiliar to the pilot undergoing conversion. the necessary documentation shall be appended to the Pilot Training Record in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD. and The written recommendation of the Tow Aircraft Standards Pilot with respect to the candidate's ability to be awarded a tow aircraft conversion and tow pilot qualification. 15. the RCA Ops O may reduce the glider tow requirement from 10 to five. 5-6-5 . 18. All missions shall be preceded and succeeded by face-to-face briefings and debriefings. Should any such Ops Restriction occur. the RCA Ops O may grant the tow pilot qualification provided that the candidate has conducted a minimum of 10 glider tows under direct supervision.

Radio 2 2 2 2 3 3 3 3 Performance Levels 4 4 4 4 4 4 4 4 4 4 * RCA Ops O may reduce the glider tow requirement from 10 to 5 tows if the candidate holds a valid Canadian Glider License. Checks Take-Off – Normal Take-Off – Crosswind Take-Off .Turns* Glider Tow .and --. or ATPL --.Docs.0 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 S O 1.0 10 D O 1.Speed.Meet TC Recency Requirements --.Base Leg Circuit . FLIGHT NUMBER DUAL / SOLO MANDATORY / OPTIONAL AIR TIME 1 D M 1.Meet or exceed the required standard on all required tasks.Entry and Downwind Circuit . Checks Practice Forced Landing Tow Aircraft Emergencies Glider Tow . Inspection Pre-Take-Off . Prop (if appl) Ancillary Cont.0 Task Description Pre-Flight .Descent (Under Tow)* Glider Tow . Figure 5-6-2 Superdog Conversion Course .Release* Glider Towing Emergencies* Airmanship – AOIs.5 4 4 4 4 4 3 4 4 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 3 3 12 D M 1.and --.ACGP TOW PILOT CONVERSION COURSE .Flight Management Airmanship .SUPERDOG .and --. Commercial.0 9 S O 1. Checks Airmanship . Speed Engine – Handling.Look-Out Airmanship .Short Field Landing .and --.0 5 S O 1.Touch and Go.Min of 10 HRS PIC on aircraft with constant speed props --.0 11 D M 1.Progression Chart 5-6-6 .5 3 D O 2.and --.Take-off* Glider Tow .0 8 S O 1. . Handling (if appl) Slow Flight . Altitude. Overshoot Post Flight – Taxi. Bank Stalls – Entry and Recovery Spiral Dive – Entry and Recovery Slips .Final Approach Landing .Use.PROGRESSION CHART SUPERDOG COURSE PRE-REQUISITES: 150 HRS PIC PRE-REQUISITES FOR ALL TYPES: Valid Canadian Private Pilot License.Short Field Climb and Descent – Control. Taxi.Nose Low. --. W & B.Crosswind Landing .Climb* Glider Tow .Normal (Three Point) Landing .5 Hours PIC within 12 Months RCA OPS O MAY WAIVE OPTIONAL FLIGHTS IF: The Candidate has a minimum 500 HRS PIC.Control and Recovery Spins (if appl) .0 6 D O 1.5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 D M 1. Nose High Circuit .Start.Level and Turns Turns .Entry and Recovery UA’S (if appl) .Min of 15 HRS PIC on conventional gear aircraft --.0 7 S O 1.

REFERENCES 3. A-CR-CCP-244/PT-001 Tow Aircraft Conversion Course. When converting to a different aircraft type. with mandatory emphasis on the importance of proper power setting control. c. and Superdog Pilot Checklist. The course shall be conducted in two phases: a. as applicable. The references for the course are as follows: a. Prior to being selected as a candidate for the Superdog Conversion Course. Commercial (Aeroplane) or ATPL (Aeroplane) Licence and be current in accordance with TC standards.A-CR-CCP-242/PT-005 SECTION 7 L-19 TO SUPERDOG CONVERSION COURSE GENERAL 1. COURSE CONTENT 4. e. A-CR-CCP-242/PT-005 AIR CADET GLIDING PROGRAM MANUAL. the following prerequisites shall be met: a. five hours PIC of aeroplanes in the preceding 12 months. Regional and Local Flying Orders. two lectures. as a minimum. a. The candidate shall have already completed the L-19 Tow Pilot Conversion course. 5-7-1 . CANDIDATE PREREQUISITES 2. c. Regional and Local SOPs. Ground school instruction phase consisting of: (1) (2) b. the applicable tow conversion course for that aircraft type shall be completed. and an open and a closed book examination. g. Aircraft Operator's Manual. f. Air training phase consisting of: (1) two dual training flights on normal and emergency power settings. d. AIM. b. The candidate shall hold a valid Canadian Private Pilot (Aeroplane). each approximately 50 minutes in length. Candidate requests for the subject course shall be approved by the RCA Ops O in accordance with course candidate prerequisites detailed in the following paragraphs and a personal interview assessment. as applicable. and The candidate shall meet recency requirements in accordance with Transport Canada regulations and shall have flown. The tow pilot course is type specific. b. use of cowl flaps during flying and towing procedures.

take-off performance with STOL kit vs. comparison of current standard L-19 AOIs vs Superdog AOIs. and slow flight handling characteristics. STOL components and aerodynamic principles related to these components. Lectures 1 and 2. tow emergency procedures. (a) (b) (c) (d) (e) (f) (3) overview of new engine and components. and throttle vs. approach. 5-7-2 .A-CR-CCP-242/PT-005 (2) a tow proficiency check to train and review power settings. comparison of current standard L-19 Checklist vs Superdog Checklist. The following are applicable: (1) (2) review of Air Standards and Course Standards. including but not limited to. Examinations shall be conducted as follows: a. including but not limited to. cruise. with emphasis on power settings and use of cowl flaps. manifold pressure. and engine failure glide performance. take-off. normal operating procedures. positions of levers and gauges. propeller setting. The open-book examination shall be based on lectures 1and 2. shutdown. (a) propeller settings and manifold pressure: start. use of cowl flaps and to confirm the candidate's ability to conduct normal and emergency towing operations using specified power settings. and discussion on overall aircraft handling of standard L-19 vs Superdog. including but not limited to. (b) (c) (d) (e) (f) (4) emergency operating procedures. run-up: propeller cycling. Superdog (with and without glider). take-off power settings and performance (with and without glider). propeller and manifold control during glider release. manifold pressure vs RPM indications. (5) (6) (7) (8) 6. (a) (b) constant speed propeller failures. aircraft and aircraft systems operation. GROUND SCHOOL INSTRUCTION PHASE 5. principles of the Constant Speed Propeller. pitch lever control with review on proper sequence to move levers. Lecture details are as follows: a.

The candidate meets or exceeds the required standard for every sequence during the first mission. 11. circuit. 8. and each mission consists of a series of sequences/exercises (see Figure 5-7-1 below). Based on proficiency.5 4. Section 5. The Tow Aircraft Standards Pilot conducting the conversion shall first demonstrate all new sequences or any sequence that is unfamiliar to the pilot undergoing conversion. and The candidate has demonstrated a strong understanding of the use of cowl flaps and constant speed control. spins and unusual attitudes. touch and goes. No. practice forced landing (power settings and cowl flap use will be emphasized throughout).5 0. The flight as a whole shall be assessed in accordance with OFR definitions also detailed in Chapter 1.0 2 3 Optional Mandatory Total Course 1. towing. b. the optional flight in Fig 5-7-1 may be waived by the Tow Aircraft Standards Pilot. landings. overshoots. circuits. circuits. Section 5. AIR TRAINING PHASE 7. Flt. c. PL 3 is required for each sequence before the candidate can go solo. The closed-book examination shall be based on lectures 1 and 2. additional exercises as briefed by Standards Pilot. provided that: a. Both examinations shall be thoroughly reviewed in face-to-face debriefings prior to the commencement of the air training phase. 0. pre take-off. Requirement Dual Solo Sequence / Exercise Normal handling.0 Figure 5-7-1 L-19 to Superdog Conversion Syllabus NOTES TO FLYING SYLLABUS 10. c. and shall include critical aircraft and towing emergencies. 5-7-3 . spiral dives. slow flight. slips. landing and airmanship. Tow proficiency check (3 tows minimum). All missions shall be preceded and succeeded by face-to-face briefings and debriefings. The candidate’s Annual Proficiency Check (APC) on L-19 is current. 9. stalls. take-off. to attain the Superdog conversion. approaches. respectively. and The pass mark for each examination shall be 85 per cent corrected to 100 percent.A-CR-CCP-242/PT-005 b. PL 4 must be attained on the following sequences: pre-flight. Normal handling. 12.0 1 Mandatory 2. The flying training syllabus consists of a series of missions. Individual sequences/exercises shall be assessed in accordance with PL definitions detailed in Chapter 1.

Assessment of the candidate's ability shall be conducted by the RCA Ops O designated Tow Aircraft Standards Pilot and shall consist of the following: a. c. Once appropriate action has been taken with respect to type conversion and tow pilot qualification. and Chapter 1 Section 4 LOG BOOK CERTIFICATION. and The written recommendation of the Tow Aircraft Standards Pilot with respect to the candidate's ability to be awarded the Superdog conversion. 14. the necessary documentation shall be appended to the Pilot Training Record in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD. A Progress Book comprising one completed copy of the Tow Pilot Training Progress Card (see Chapter 1 Section 5) for each dual mission.A-CR-CCP-242/PT-005 CANDIDATE ASSESSMENT 13. 5-7-4 . A successful open-book examination and a successful closed-book examination. b.

Climb* Glider Tow .PROGRESSION CHART PRE-REQUISITES: Valid Canadian Private Pilot License. Nose High appl) Circuit .Short Field Landing .Flight Management Airmanship .Docs. Task Description Pre-Flight . or ATPL --.5 Hours PIC within 12 Months FLIGHT NUMBER DUAL / SOLO MANDATORY / OPTIONAL AIR TIME 1 D M 2. Handling (if appl) Slow Flight . W & B. Taxi.Meet TC recency requirements --. Figure 5-7-2 L-19 to Superdog Progression Chart 5-7-5 . ** When the Optional Flight is waived.Level and Turns Turns . .and --. Altitude.Control and Recovery Spins (if appl) . .Nose Low.Radio 4 3 4 4 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 3 3 4 3 3 3 3 4 4 4 4 4 4 4 3 4 4 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 3 3 4 4 4 4 4 4 4 4 4 4 Performance Levels * A minimum of 3 tows with a Standards Pilot are mandatory.5 3 D M 0. Inspection Pre-Take-Off .Short Field Climb and Descent – Control.and .Final Approach Landing .0 2 D O 1. Overshoot Post Flight – Taxi. Commercial. Checks Take-Off – Normal Take-Off – Crosswind Take-Off .Take-off* Glider Tow .and .Start.Turns* Glider Tow .Look-Out Airmanship . Speed Engine – Handling.Entry and Downwind Circuit . – Use.Normal (Three Point) Landing .L-19 TO SUPERDOG CONVERSION COURSE . Checks Airmanship .Touch and Go. Bank Stalls – Entry and Recovery Spiral Dive – Entry and Recovery Slips .and --. Checks Practice Forced Landing Tow Aircraft Emergencies Glider Tow .Speed.Has demonstrated a strong understanding of the use of cowl flaps and constant speed control.Crosswind Landing .5 TOW AIRCRAFT STDS PILOT MAY WAIVE OPTIONAL FLIGHTS IF:** The Candidate has a current APC.Entry and Recovery UA’s (if appl). the Performance Levels of Flight 2 must be attained during Flight 1.Base Leg Circuit .Descent (Under Tow)* Glider Tow .Release* Glider Towing Emergencies* Airmanship – AOIs.Meets or exceed the required standard on all required tasks. Prop (if appl) Ancillary Cont.

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and all required training flights with due consideration for paragraphs 12 and 16. and The candidate shall meet recency requirements in accordance with Transport Canada regulations and shall have flown. This Tow Pilot Conversion Course is type-specific. AIM.A-CR-CCP-242/PT-005 SECTION 8 TOW PILOT CONVERSION COURSE – CESSNA 182 GENERAL 1. A-CR-CCP-242/PT-005 AIR CADET GLIDING PROGRAM MANUAL. Regional and Local Flying Orders. d. Candidate requests for the subject course shall be approved in writing by the RCA Ops O in accordance with course candidate prerequisites detailed in the following paragraphs and a personal interview assessment. as a minimum. Candidates with no ACGP Tow Qualifications shall complete the entire syllabus. g. the following prerequisites shall be met: a. The candidate shall hold a valid Canadian Private Pilot (Aeroplane). five hours PIC of aeroplanes in the preceding 12 months. and C182 Pilot Checklist. This will include Lectures 3 – 8. The references for the course are as follows: a. as applicable. When ACGP Tow Pilots qualified on another aircraft type are converting to the C182. REFERENCES 5. e. Commercial (Aeroplane) or ATPL (Aeroplane) Licence and be current in accordance with TC standards. C182 Aircraft Operating Instructions (AOIs). A-CR-CCP-244/PT-001 TOW AIRCRAFT CONVERSION COURSE. b. f. c. CANDIDATE PREREQUISITES 4. b. the applicable type-specific elements for this Tow Conversion course shall be completed. the Open and Closed Book Exams. c. Prior to being selected as a candidate for Cessna 182 conversion training. The candidate shall have acquired not less than 100 hours PIC time on aeroplanes. 3. Regional and Local SOPs. as applicable. 2. 5-8-1 . Tow Pilot Conversion training for the Cessna 182 will be conducted in accordance with this Training Plan.

Lecture 6. The course shall be conducted in two phases: a. Lecture 5. a flight test to confirm the candidate's ability to conduct normal and emergency flight operations. Air training phase consisting of: (1) a series of training and review flights. eight lectures. 5-8-2 . and aircraft performance data. Lecture 2. Lecture 1. Ground school instruction phase consisting of: (1) (2) b. to include: (1) (2) EDM-930 functions. e. and an open and a closed book examination. avionics. Lecture details are as follows: a. aircraft systems and components. and appropriate power settings for various regimes of flight. to include: (1) (2) (3) (4) constant speed propeller – theory and operation. Engine Data Management System. and a tow proficiency check to train and confirm the candidate's ability to conduct normal and emergency towing operations.A-CR-CCP-242/PT-005 COURSE CONTENT 6. Engine operation. modifications/differences (ACGP configuration). leaning procedures. each approximately 50 minutes in length. Local Flying Orders and SOPs. with mandatory emphasis on engine management and constant speed propeller handling. and normal and emergency towing operations. general description. Review of Course Standards and Air Standards. Aircraft specifications and systems: (1) (2) (3) (4) (5) d. (2) (3) GROUND SCHOOL INSTRUCTION PHASE 7. Lectures 3 and 4. c. engine power management (RPM / MAP relationship). on normal and emergency flying and towing procedures. Review of Regional Flying Orders. dual and solo. b. and EDM-930 operational use and procedures.

Lecture 8. starting. 5-8-3 . advanced handling – steep turns. (5) (6) (7) (8) g. and weight and balance calculations. and each mission consists of a series of sequences/exercises (see Figure 5-8-1 below). The flying training syllabus consists of a series of missions. Lecture 7. Normal operating procedures. Open and Closed Book Examinations shall be conducted as follows: a. The open-book examination shall be on the referenced sources for all material presented in Lectures 1 to 8. run-up. and The pass mark for each examination shall be 85 per cent corrected to 100 percent. leaning procedures. glider towing procedures and techniques. cruise power settings. Individual sequences/exercises shall be assessed in accordance with PL definitions detailed in Chapter 1. b. 8. EDM-930 functions. take-off. incipient spins. General Specifications and all emergency operating procedures presented in Lectures 7 and 8. ground handling. including Towing Emergencies and a review of relevant flight safety material. towing. pre take-off. slow flight. Section 5. c. PL 3 is required for each sequence before the candidate can go solo. landing and airmanship. unusual attitudes.A-CR-CCP-242/PT-005 f. circuits and landings. Section 5. Both examinations shall be thoroughly reviewed in face-to-face debriefings prior to the commencement of the air training phase. circuit.8. 11. Emergency operating procedures. d. engine/prop management. including: (1) (2) (3) (4) aircraft documentation and pre-flight inspection. The flight as a whole shall be assessed in accordance with OFR definitions also detailed in Chapter 1. 10. PL 4 must be attained on the following sequences: pre-flight. climb. descents. to attain the Tow Pilot Qualification. turns. spiral dive. The closed-book examination shall be on C182 AOI Part IV. stalls. AIR TRAINING PHASE 9. normal handling – takeoff. Examination questions shall be based on Lectures 1 .

introduce practice forced landing and crosswind takeoff and landing.5 1. stalls. Engine management procedures. practice forced landing.A-CR-CCP-242/PT-005 Flt. circuits. Normal handling. circuits. circuits. approaches.5 1. A minimum of ten (10) glider tows shall be completed. overshoots. To include at least one practice forced landing. approaches. and overshoots to be flown. As briefed by Standards Pilot. circuits.0 5. landings (touch and go). Normal handling. 1 Mandatory 1.0 1.0 1. max performance takeoffs and landings. Time and progress permitting. slow flight. touch and goes. additional exercises as briefed by Standards Pilot. The required standard must be met on all exercises before authorizing solo flight (See Fig 5-8-3) Normal handling.0 1. and emergency procedures. Review before Aircraft Handling Flight Test. Requirement Dual Solo Sequence / Exercise Normal handling. Air exercises to include slow flight. Normal handling.5 1. Additional practice on normal handling. slips. spiral dives. Crosswind takeoffs and landings. Glider Towing Checkout and Flight Test. including basic engine management procedures.5 2 Mandatory 1. additional exercises as briefed by Standards Pilot. circuits. circuits. additional exercises as briefed by Standards Pilot. additional exercises as briefed by Standards Pilot. EDM-930 operation.0 0. Normal handling. additional exercises as briefed by Standards Pilot.0 1. additional exercises as briefed by Standards Pilot. slips.0 1. landings. stalls.5 3 4 5 6 7 8 9 10 11 12 Optional Optional Optional Optional Optional Optional Optional Optional Mandatory Mandatory Total Course 1. and cruising flight.0 Normal handling. Circuits. spiral dives.5 9. circuits. Figure 5-8-1 Cessna 182 Tow Conversion Syllabus 5-8-4 . and unusual attitudes. Aircraft Handling Flight Test. No.

The Tow Aircraft Standards Pilot conducting the conversion shall first demonstrate all new sequences or any sequence that is unfamiliar to the pilot undergoing conversion. except those indicated as mandatory in Fig 5-8-1. d. 15. All missions shall be preceded and succeeded by face-to-face briefings and debriefings. Subsequent to the completion of training. FLIGHT TEST ASSESSMENT PROCEDURES 17. 13. Once the RCA Ops O has reviewed the Course Training File and the appropriate action has been taken with respect to type conversion and tow pilot qualification. the candidate has a minimum of 10 hours PIC on aircraft with constant speed propellers. b. and Chapter 1 Section 4 LOG BOOK CERTIFICATION. 16. The Tow Pilot Training Progress Card used for the Flight Test. 18. A Progress Book comprising one completed copy of the Tow Pilot Training Progress Card (see Chapter 1 Section 5) for each dual and solo mission. A successful open-book examination and a successful closed-book examination..A-CR-CCP-242/PT-005 NOTES TO FLYING SYLLABUS 12. 14. respectively. Assessment of the candidate's ability shall be conducted by the RCA Ops O designated Tow Aircraft Standards Pilot and shall consist of the following: a. the RCA Ops O may grant the tow pilot qualification provided that the candidate has conducted a minimum of 10 glider tows under direct supervision. and The written recommendation of the Tow Aircraft Standards Pilot with respect to the candidate's ability to be awarded a tow aircraft conversion and tow pilot qualification. b. c. provided that: a. any mission may be waived by the RCA Ops O. e. and the candidate meets or exceeds the required standard for every sequence on all previous missions. 5-8-5 . the RCA Ops O may reduce the glider tow requirement from 10 to five. the necessary documentation shall be appended to the Pilot Training Record in accordance with the direction detailed in Chapter 1 Section 1 PILOT TRAINING RECORD. the candidate has a minimum of 500 hours PIC. c. except that if the candidate holds a valid Canadian glider pilot licence. Based on proficiency. Candidate pilots authorized for solo training flights shall be thoroughly briefed on the exercises to be flown by the Tow Aircraft Standards Pilot authorizing the mission. The Tow Pilot Training Progress Card used for the Glider Towing Flight Test.

Level and Turns Turns . Nose High Circuit .Nose Low.0 10 D O 1.and --.0 8 S O 1.Release* Glider Towing Emergencies* Airmanship – AOIs.and --. Checks Take-Off – Normal Take-Off – Crosswind Take-Off .Control and Recovery Spins (if appl) . Checks Airmanship .ACGP TOW PILOT CONVERSION COURSE – CESSNA 182 .and --.Speed.Minimum of 10 HRS PIC on aircraft with constant speed props. Bank Stalls – Entry and Recovery Spiral Dive – Entry and Recovery Slips .Short Field Climb and Descent – Control. Altitude. --. Commercial.0 11 D M 1.Take-off* Glider Tow .Base Leg Circuit .Look-Out Airmanship .Short Field Landing . Prop (if appl) Ancillary Cont. Overshoot Post Flight – Taxi.0 Task Description Pre-Flight .Descent (Under Tow)* Glider Tow . W & B. Taxi.and --. Figure 5-8-2 C182 Conversion Course . 4 S O 1.Progression Chart 5-8-6 .Crosswind Landing .Final Approach Landing .Docs.5 7 S O 1. Handling (if appl) Slow Flight .Normal Landing .Flight Management Airmanship .PROGRESSION CHART C182 COURSE PRE-REQUISITES: 100 HRS PIC PRE-REQUISITES FOR ALL TYPES: Valid Canadian Private Pilot License.5 Hours PIC within 12 Months FLIGHT NUMBER DUAL / SOLO MANDATORY / OPTIONAL AIR TIME 1 D M 1.5 3 D O 1. or ATPL --. --.5 12 D M 1.0 6 D O 0.Start.Radio 2 2 2 2 3 3 3 3 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Performance Levels 4 4 4 4 4 3 4 4 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 3 3 4 4 4 4 4 4 4 4 4 4 * RCA Ops O may reduce the glider tow requirement from 10 to 5 tows if the candidate holds a valid Canadian Glider License.Meets or exceeds the required standard on all required tasks.5 RCA OPS O MAY WAIVE OPTIONAL FLIGHTS IF: The Candidate has a minimum 500 HRS PIC. Speed Engine – Handling.5 2 D M 1. Inspection Pre-Take-Off .Entry and Downwind Circuit . Shutdown Practice Forced Landing Tow Aircraft Emergencies Glider Tow .Entry and Recovery UA’S (if appl) . Checks.Touch and Go.0 9 S O 1.0 5 S O 1.Turns* Glider Tow .Meet TC Recency Requirements --.Use.Climb* Glider Tow . .

The flying syllabus consists of seven dual flights (8. A Qualification Standard Writing Board was convened by CFS. This QS contains: a. USE OF QUALIFICATION STANDARD 4. PREFACE 1. 2. The requirements needed to support the attainment of these objectives. Qualification Standard (QS).5 hours) and five solo flights (5. sufficient to meet the knowledge requirements of Annex B to this QS.0 hours). to develop this QS in January 2006. two initial flights for the C182. conduct and evaluation of the training program. however.GENERAL AIM 1. 3. is issued on the authority of the Chief of the Defence Staff. Ground school instruction shall include lectures on aircraft systems. TRAINING STRATEGY 3. b. exceptional candidates with previous conventional gear (tail wheel-equipped) flying time may complete the course on a proficiency basis. Canadian Forces Manual of Individual Training. The members of the board consisted of CFS representatives with input gathered from Standards Representatives from each of the Cadet Training Regions. using an on-line format. The training requirement will be achieved through a formal course.ANNEX A TO CHAPTER 5 QUALIFICATION STANDARD AIR CADET TOW PILOT CONVERSION COURSE FOREWORD 1. It was prepared in accordance with the concept of training outlined in the A-P9-000 series. Suggestions for changes shall be forwarded through normal channels to 2 Cdn Air Div. normal and emergency operating procedures. applicable rules and regulations. Candidates shall normally complete the full syllabus. This QS must be used in conjunction with the applicable specification for the purpose of producing the Training Plan. The aim of the training resulting from this QS is to prepare personnel who can perform the duties of tow pilot for the ACGP. This QS shall be used as the primary authority governing the design. and both PC flights for both types. CHAPTER 1 . The Performance Objectives (POs) that the course candidates shall achieve. by completing a minimum of one initial flight for the Scout and L-19. Air Cadet Tow Pilot Course. 5A-1 . OUTLINE OF TRAINING 2. 2. as authorized by the RCA Ops O. AF AOT/ACGP SET. This publication is effective upon receipt. tow procedures and safety precautions.

CAPACITY 8. b. c. PREREQUISITES 4. b. Courses will be conducted in each of the five regions annually during the cadet summer training period and at other times.CHAPTER 2 . or ATPL (Aeroplane) licence and current in accordance with MOT standards Not less than 150 hours PIC time on powered aeroplanes for the L-19 course Not less than 100 hours PIC time on powered aeroplanes for the Bellanca Scout and Cessna 182. c. Managing Authority: Matching Agency: Commissioning Agency: Nominating Agencies: 1 Canadian Air Division/D Cdts & JCR Air Cadet League of Canada/D Cdts & JCR D Cdts & JCR RCSUs 2. This training will require approximately ten training days. d. as required. INSTRUCTOR ALLOCATION 6. Instructors shall hold a valid TC Private Pilot (Aeroplane). c. TRAINING ASSISTANCE 7. The course is offered in English and French. Training assistance will be required from: a. TRAINING DURATION 5. The capacity varies with each RGS. Commercial (Aeroplane). Provincial Air Cadet Leagues Regional Cadet Support Units LANGUAGE OF INSTRUCTION 9. which are responsible for the conduct and evaluation of the training program. Valid TC Private Pilot (Aeroplane). or ATPL (Aeroplane) licence and an ACGP Tow Aircraft Standards Pilot Qualification. Commercial (Aeroplane). Personnel must meet the following prerequisites prior to arrival for training: a. 5A-2 . Wings/bases associated with each of the RGSs. The designated Training Establishment consists of the five Regional Cadet Gliding Schools. Agencies include: a. SCHEDULING 3.TRAINING MANAGEMENT DETAILS RESPONSIBLE AGENCIES AND TRAINING ESTABLISHMENTS 1. b.

Applicable airspeeds. The related documents are: a. CRITIQUES 14.More than one half (51% or more). skills and / or attitudes essential to the attainment of the PO. common sense. planning.A physical performance that may be accompanied by verbal explanation. . ENABLING CHECK. e. Successful completion of the training based on this QS will result in the awarding of an ACGP Tow Pilot Qualification. and to examine in detail. The following terminology is used in Chapter 4 of this document: AIRMANSHIP – All aspects of an individual’s flying performance that is not covered by established procedures or directives. DEMONSTRATE . MAJORITY. power settings.(CRM) The effective utilization of communication and organizational skills by each crewmember to ensure the safe and effective completion of all tasks and duties. b. Good judgment. TERMINOLOGY 15. A-CR-CCP-242/PT-005(PT-006 French) A-CR-CCP-244/PT-001 TOW AIRCRAFT CONVERSION COURSE Regional and Local Flying Orders. Relevant environmental protection considerations and procedures are to be included in the production of the training plan where required. d.ENVIRONMENTAL PROTECTION CONSIDERATIONS 10. This does not preclude any candidate from commenting on positive matters or reporting problems as they arise. procedures etc.An evaluating instrument used to determine whether or not students have mastered the standards associated with an enabling objective. QUALIFICATION 11. RELATED DOCUMENTS 12. MECHANICS . ENABLING OBJECTIVE. c. RCSUs shall arrange for all facilities and materials required to conduct this course. 5A-3 .The knowledge. the presentation of training program content. f. Critique sessions will be held at the termination of each course to obtain feedback on learning activities. and administration procedures. air picture.the rudimentary methods of performance. as applicable AIM Aircraft Operator’s Manual TRAINING SUPPORT 13. Solo Check / ground school tests. CREW RESOURCE MANAGEMENT .. i. wind assessment and lookout are examples of airmanship.To determine logically how the end result was or is to be achieved. as applicable Regional and Local SOPs.e. ANALYZE . situational awareness.

What the trained member must be able to do on the job. Performance checks for this course consist of the Aircraft Handling Flight Test and Glider Towing Check-Out / Flight Test.The level of adeptness that a student should be capable of achieving through the combination of knowledge and skill in the performance of a task. TRIP ASSESSMENT .A formal statement of job-related training requirements. mission. 5A-4 .An appraisal or evaluation of a combination of tasks as observed and commented upon during a flight.How and/or how well the performance must be completed.The conditions under which the performance must be completed. Performance . written in a three-part format. OPERATIONAL LIMITATIONS. PROFICIENCY LEVELS . b. PERFORMANCE OBJECTIVE . piece of work.An evaluating instrument used to determine whether or not students have mastered the standards associated with a performance objective.Very brief (three to five minutes) flight outline and air exercise review that takes place just prior to flying an air lesson. MISSION OUTLINE.Limitations set on gliding operations as described in A-CR-CCP-242/PT-005(PT006 French). Both knowledge and skill are the enablers by which a task may be performed.The lesson to be learned. Attained through attentiveness. Proficiency levels generally increase as the course progresses. PERFORMANCE CHECK. or responsibility to be performed. which prescribes: a. SITUATIONAL AWARENESS – A cognizance or appreciation of the relevant circumstances and conditions which occur at any given moment. TASK .MINOR PHYSICAL ASSISTANCE. trainer. and Standard . a labour. c.A control restriction or minor control pressure at a key stage in a flying sequence. or simulation. Conditions .

PROFICIENCY LEVELS 5. and. Pass/Fail assessment of each course candidate will be based on the successful completion of all POs as stated in Chapter 4 of this publication. Candidate required verbal and/or physical assistance to avoid making major errors. Candidate required minimal assistance to analyse and/or correct errors. as well as to provide a vehicle for progress monitoring. 6.CHAPTER 3 . c. Feedback on the effectiveness of training. and written or practical tests. PROGRESS MONITORING 3. Identification of elements requiring observations such as leadership. Candidate was able to self-analyse and correct errors. The actual proficiency level requirements for any specific task will be determined by the training establishment in their Training Plan/Check ride details and will be consistent with the Standards as detailed in Chapter 4 of this document. These levels are to be used to assist in defining the degree of proficiency required to meet this standard. d. Further instruction is required. The training unit shall monitor the candidate's progress during the training by administering Enabling Checks (ECs). Continuous monitoring of the course candidate’s progress is required to provide: a. 2. making minor errors. c. Interviewing/counselling results. b. Candidates who experience difficulty are to be informed of the consequences and the disposition options available.Candidate completed the task but required verbal and/or minor physical assistance to avoid making major errors. LEVEL 2 . making only minor errors. ECs may be in the form of written tests or flight checks. 4. and. Any course candidate who fails to demonstrate safe working habits or who does not follow all safety precautions will be considered to have not met the minimum Performance Check (PC) requirements.Candidate was not capable of completing the task. as specified in the assessment plan. the instructor shall rate individual tasks using one of the five proficiency levels listed below: LEVEL 1 . Following each flight. Record files shall be maintained for each trainee and reflect the following: a. Completion of essential training activities required by POs. Feedback to the trainee. Equitable distribution of training assignments. participation. Candidates should receive formal indication of their progress in the course. or 5A-5 . LEVEL 4 .ASSESSMENT OF COURSE MEMBERS GENERAL 1. etc. Results of PCs. etc. Early warning of difficulty which may allow the avoidance of more serious problems. Information for a Progress Review Board (PRB). Further practice is required. d. b. ECs. LEVEL 3 .Candidate completed the task without assistance. e.Candidate completed the task.

LEVEL 5 . NOTE: Proficiency Level 4 on pre-flight. d. and easily performed the remaining tasks to the level required by the QS or TP. b. pre take-off. the candidate's overall performance of the trip shall be assessed by the instructor as follows: a. Following the rating of individual tasks using the 1-5 proficiency level scale. The following definitions will apply to the rating of candidates: a. 5A-6 . e. unsuitable environmental conditions or the situation not presenting itself during the trip. Major errors . b.Candidate completed the task without assistance and without error. Standard Exceeded – The student performed the majority of the tasks to a level higher than required by the QS or Training Plan (TP). such as: unserviceable equipment. circuit. (2) Those items which are commented upon in any assessment. No Enabling or Performance Checks may be rated as Marginal. Achieved Standard with Difficulty. Failure to achieve the required standard on two tasks will constitute an Unsatisfactory rating. shall be directly related to. In addition: The trip immediately preceding a flight test may not be rated as Marginal. All other sequences shall meet Proficiency Level 3. Unsatisfactory – The student’s overall performance did not meet the level required by the QS or TP. landing and airmanship meets the Performance Objective (Standard) for the Tow Pilot Qualification. c. take-off. the task shall be assigned the following designation: DNCO – Duty Not carried Out (reason shall be elaborated upon in the narrative). Marginal – The student was unable to achieve the level required by the QS or TP on one task. and supported by an observed task. NOTE: Where a task is not completed for reasons unrelated to the candidate's performance. TRIP ASSESSMENT (TRAINING MISSIONS) 8. and which refer to airmanship or CRM related activities. and Minor errors . Achieved Standard – The student performed all tasks to the level required by the QS or TP.errors that significantly detract from the ideal and/or jeopardize safety or the successful completion of the task.The student experienced difficulty achieving the minimum levels required by the QS or TP. and Solo flight is not authorized following a Marginal assessment. towing.errors that detract from the ideal but do not jeopardize the successful completion of the task or accomplishment of the Performance Objective 7. The syllabus trip immediately following a Marginal or Unsatisfactory syllabus trip may not be rated as Marginal. NOTES: (1) Every effort shall be made to correct performance deficiencies as soon as possible.

if: a. Results of any PRB shall be recorded and any recommendations shall be forwarded to the RCA Ops O. The attempt can be completed before the scheduled training program serial end date. PROGRESS REVIEW BOARD (PRB) 14. Continue with remedial training. A course candidate will normally be permitted one repeat PC on any failed PO. If the candidate is adversely affecting the training. for each course candidate. Two UNSAT trips during the course. When the candidate’s progress is below the minimum standard and there is no likelihood that the required standard will be attained. COURSE FAILURE 12. b. or Failure of a retest on any PC or EC. b. c. Course failure is deemed as: a. and. The attempt is likely to be successful. form CF 377. 13. a PRB will be convened. As a result of poor performance or conduct. Unsatisfactory Course Progress includes: a. Any UNSAT Trip. safety or morale of the other candidates. Any failed EC or PC. Failure of any supplemental attempt will normally constitute training failure. Extra tutoring. IAW Cadet Administrative and Training Orders (CATO) 24-07. is practicable in terms of instruction time. b. UNSATISFACTORY COURSE PROGRESS 11. a candidate may appear before a PRB. the member's time. Recommended action will normally be one of the following: a. 10. Recourse. convened under the direction of the RGS CO/RCA Ops O. if needed. b. COURSE REPORTS 16. and training establishment resources and facilities. b.SUPPLEMENTAL ASSESSMENT 9. Once a candidate’s progress has constituted a course failure. Block 12A shall be completed as either PASS or FAIL. and/or For administrative or disciplinary reasons. c. the RCA Ops O may direct that a candidate be removed from training: a. or Cease training. The training establishment shall prepare a Canadian Forces Course Report. c. No grade or class standing is to be 5A-7 . REMOVAL FROM TRAINING 15.

assigned and the remainder of Block 12 is to be annotated N/A. 5A-8 . Additional comments on the candidate’s strengths and weaknesses may be shown in Block 17 with reference made to specific POs.

5. CARS Specification Tasks. 7. S1.CHAPTER 4 . Given: (1) (2) (3) (4) b. c. PO 402 Specific Reference Numbers: A-CR-CCP-242/005(006). Skills and Knowledge Numbers: T1-2. K1-4. 8. Supervision/Assistance References tow Aircraft aircraft operating checklist day. 12. 7. 3. d. 6.PERFORMANCE OBJECTIVES PO 401 1. c. Performance: Prepare for Daily Operations Conditions: a. Flying Orders. 1. b. Given: (1) (2) (3) (4) (5) b. 4. 3. 9. Tow Aircraft Daily Ops Brief Daily Inspection Checklist Aircraft Logs Airfield Equipment Denied: Supervision Environmental – within operational limits Standards: IAW specified references and established procedures: a. Denied: (1) (2) c. Apply weather and ops brief information Apply DI checklist Verify A/C logs Verify weight and balance within limits 4. VFR conditions airfield Equipment Environmental – Within operational limits 5A-9 . Conditions: a. 2. 15-17 Training Limitation: Nil Remarks: Qualification Standard shall be met on completion of conversion course. Performance: Perform Ground Handling 2. 6.

6. 5-9. Take-off procedures. b. Secure the Aircraft.3. K2. g. S1. Denied: (1) (2) Supervision/Assistance References c. Training Limitation: Nil 7. 17 6. Perform an Engine Run-Up Check. PO 403 1. Standards: IAW specified references and established procedures. Perform Strap-In Procedure Start the aircraft. 2. Pre-start check. by conducting a: (1) (2) (3) c. Environmental – within operational limitations 3. including using the appropriate R/T. Taxi the aircraft by conducting: (1) (2) (3) Pre-taxi check. e. 5. Standards: IAW specified references and established procedures (based on aircraft type). Aircraft operating checklist. Perform a Shut-Down Check. Specification Tasks. Specific Reference Numbers: A-CR-CCP-242/PT-005(006) 5. Perform a Post-Landing Check. 11. VFR conditions. including: 5A-10 . Start. and Post-start check. Day. the candidate shall: a. Conditions: a. 12. f. and Taxi check. 4. Remarks: Qualification Standard shall be met on completion of conversion course. Performance: Perform Air Handling 2. the candidate shall conduct: a. Skills and Knowledge Numbers: T3. Taxi. h. b. 3. Given: (1) (2) (3) Tow aircraft. Perform a Pre Take-Off Check. d.

Base leg. Spins and/or Incipient Spins. based on aircraft type. 5A-11 . Touch and go. d. including: (1) (2) (3) (4) (5) Straight and level. Training Limitation: Nil 7. K1-8. Advanced manoeuvres. Unusual Attitudes. Crosswind. Circuits. including: (1) (2) (3) (4) Entry and downwind. Climb and descent. Spiral dive. Short field. Medium turn (30 deg). Basic manoeuvres. 2. based on aircraft type. Wheel landing. including: (1) (2) (3) (4) Stalls (clean and landing configuration). Post take-off check. 8-14. Performance: Perform Glider Towing Operations 2. PO 404 1. Conditions: a. e. 4. Line up. Slow flying. Attitude and direction control during ground roll. Specification Tasks. S1. c. Specific Reference Numbers: A-CR-CCP-242/PT-005(006). 15-17 6. Glider. Remarks: Qualification Standard shall be met on completion of conversion course. Steep turn (45+ deg). Skills and Knowledge Numbers: T4. Given: (1) (2) Tow aircraft. Overshoot. Landings. Flying Orders 5.(1) (2) (3) (4) (5) b. Final approach. Crosswind technique. 11-12. including: (1) (2) (3) (4) (5) Normal (three-point). Lift-off. based on aircraft type.

Airfield Equipment. Precise airspeed and angle of bank control. 4. Release check. VFR conditions. Standards: IAW specified references and established procedures: a. Perform descent to include: (1) (2) Adherence to published descent procedure to ensure adequate rate of cooling. Perform release to include: (1) (2) (3) Pre-release procedure. Awareness of location of other traffic. Aircraft Operating Checklist. e. 15-17 6. Day. Flight management for the glider to release in a suitable location. 2. Supervision/Assistance References Environmental – within operational limitations 3. Specific Reference Numbers: A-CR-CCP-242/PT-005(006). Flying Orders 5. S1. Ensuring the glider has released. Training Limitation: Nil 7. Perform approach and landing to include: (1) Adequate obstacle clearance of the rope.(3) (4) (5) (6) b. 14-18. Post-release procedure ensuring adequate separation. Responding to launch signals. 8-10. d. c. Perform take-off to include: (1) (2) Application of power. Remarks: Qualification Standard shall be met on completion of conversion course. f. Monitoring of glider under tow. 11-12. Perform glider launch procedures to include: (1) (2) (3) (4) b. 5A-12 . Perform air tow to include: (1) (2) (3) (4) (5) Wind assessment and crab. Pre-landing check. Denied: (1) (2) c. Crab after lift-off. Pre take-off/stop and go check. K1-8. Ground Crew. R/T. Skills and Knowledge Numbers: T5. Specification Tasks.

Given: (1) (2) (3) (4) b. Flying Orders 5. Glider spoilers open on tow. Day. 8. 11-12. c. Specification Tasks. including: (1) (2) (3) Maintain aircraft control. d. Aborted take-off. Supervision/Assistance References Tow aircraft. to include: (1) (3) (4) b. Qualification Standard shall be met on completion of conversion course. Glider release failure. 5A-13 . 14-17 6. Analyze the situation. Standards: IAW specified references and established procedures a. 2. 4. Inadvertent cloud entry. Analyze the situation. Premature release. Acquire proficiency in the practice forced landing pattern. Airfield Equipment.within operational limitations 3. Emergency release signal. Training Limitation: Nil 7. Performance: Respond to emergencies 2. Aircraft operating checklist. Either emergency deemed appropriate by the tow aircraft standards pilot. Glider and tow aircraft release failure. Specific Reference Numbers: A-CR-CCP-242/PT-005(006). Remarks: All emergencies shall be simulated. Consult the checklist for remedial action. VFR conditions. Conditions: a. Respond to critical emergencies. Respond to non-critical emergencies. Take immediate action as per the checklist. Environmental . Respond to emergencies while glider towing to include the following: (1) (2) (3) (4) (5) (6) (7) (8) Tow aircraft upset. Denied: (1) (2) c.PO 405 1. S1. K1-8. 9. Skills and Knowledge Numbers: T6. Maintain aircraft control. 19-22. e.

the candidate should be allowed to repeat what appears to be an isolated “Unsatisfactory” task. Using this system. however. g. 5A-14 . a “partial re-test” may be authorized for an otherwise strong test. Each task shall be rated as soon as possible after it has been completed. The tendency to confine ratings to the central range should be avoided. f. 5. The partial re-test shall only include the failed sequences and those sequences required to accomplish the re-test. a testing officer should not carry out more than one test on the same course member. The testing officer who administered the original test shall not retest a candidate. Standardized flying testing provides a consistent assessment of the candidate’s level of achievement and a measure of progress at various stages of training. c. using the proficiency levels defined in this chapter. 7. the testing officer shall adhere to the following: a. To this end all tests must be administered fairly. An opinion of ability should be withheld until a task is completed to allow an overall impression of the performance to be made.FLYING TEST ADMINISTRATION GENERAL 1. and aircraft checks. 4. if a student fails to achieve the required proficiency level in a maximum of two tasks. A poor or excellent performance should be rated accordingly. When the test has been completed a thorough debriefing is to be given to the candidate. A caution that simulated emergencies may be given at any time during the trip shall be emphasized. 8. Flying tests require reliance on the testing officer’s experience and judgment. e. To maintain the highest degree of standardization during the test. R/T. Test results must be valid. Suggestions or criticisms are not to be made during the test. Personality traits must not influence the results of the test. Prior to the test the candidate shall be briefed on the conduct of the test. 6. aircraft handling techniques (accuracy and smoothness) and airmanship. d. Only the performance of the candidate is to be tested. The testing officer shall. Any variation from the ideal with respect to such factors as weather and aircraft serviceability must be compensated by a suitable allowance. 3. the overall rating of the two attempts shall not exceed the minimum acceptable. Candidates should not be tested under adverse weather conditions. The testing officer should ensure that the aircraft has no unusual characteristics. The aim of Regional Gliding Schools is to produce pilots of a pre-determined quality. If possible. 2.ANNEX A. b. the candidate is awarded a proficiency level which most accurately describes the performance. The briefing shall include a brief trip outline and cover the areas of responsibility for lookout. If practical. and Control of the aircraft is not to be taken unless safety demands or unless an aircraft controllability check is deemed to be necessary. when judging a performance. At the discretion of the RCA Ops O. consider the candidate’s knowledge of procedures. The tendency to start with “ideal” (level 5) and to reduce the rating by one point for each error is to be avoided.

Perform Aircraft Handling 5. Execute Advanced Manoeuvres 13. Perform Ground Handling 4. Checklist 3. Human Factors 14. Execute Glider Launch Procedures 16. Flight Operations 13. Air Law and Procedures 7. Perform Strap In 6. Navigation 10. Manual of Flying Training (MFT) 6. Meteorology 8. Respond to Critical Emergencies 21. Execute Release 18. Theory of Flight 9. Execute appropriate R/T 10. Interpret Weather and Ops Briefs 5. Flight Safety 15. Execute Take-off 11. Respond to Non-Critical Emergencies 20. Respond to Emergencies while Towing a Glider Knowledge 1. Aircraft Operating Instructions (AOIs) 4. Standard Operating Procedures (SOPs) 5. Perform Taxiing 8. Radio Procedures 2. Maintain Visual Separation from other aircraft 3. Execute Descent 19. Complete Checklist Items 9. Perform Daily Inspections 3. Flight Planning 2. Perform Glider Towing Operations 6. Execute Practice Forced Landing Pattern 22. Execute Circuits 14. Execute Landings 15.ANNEX B . Execute Basic Manoeuvres 12. Airframes and Systems 17. Perform Air Tow 17. Assess Environmental Conditions 2. Aeronautical Terminology 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 5A-15 . Perform Engine Start 7. Flying Orders 16. Perform Daily Inspection 4.PERFORMANCE REQUIREMENT Tasks 1. Radio Theory 11. Flight Instruments 12. Respond to Emergencies Skills 1.

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YOUR INSTRUCTOR 4. as no one can learn too much about flying. Theory mastered in the classroom builds the knowledge and confidence required to fly the glider. Ensure that you read and understand all the reference material assigned to you. your instructor will expect your best effort and. it is done for your benefit. If flying lessons are to be absorbed quickly and completely. when emphasis is placed on exactness. This is your chance to clear up any misunderstanding and to review what you have learned. Be sure to have a complete understanding of your mistakes and the action you must take to correct them. together with ground school instruction. 9. Your instructor is a highly qualified pilot whose aim is to teach you to become a competent pilot. All pilots must strive to be highly skilled and thoroughly competent. 6-1-1 . Even if you are in top physical condition. Do not be afraid to ask questions. Pilots with years of experience and thousands of hours are still asking questions and learning. is the foundation on which your instructor will base your flying training. The information given in this chapter. After each Flight/Air Lesson. why you will do it. Many things may occur that will seem strange to you and contrary to your former ideas about flying. Nutrition is also a key element. Initiative. Be eager and enthusiastic. To utilize the flying session fully. There must be close coordination between the classroom and the flight line as each clarifies and enhances the other. you must be completely prepared for the lesson. and skilful techniques all contribute towards becoming professional pilots. PHYSICAL CONDITION AND MENTAL ATTITUDE 3. PREPARATION 5. 8. The physical demands during the Glider Pilot Course are heavy and a good healthy diet is paramount to ensuring that your stamina is maintained. ask questions while they are still fresh in your mind. In the pre-flight briefing you will be told what you will do. and how you should do it. your instructor will review the lesson. To this end. the assimilation of all the information you receive in the first few days will be fatiguing. QUESTIONS 6. Ensure that you seek a solution to each problem. Your physical condition is extremely important. Your instructor will brief you before each trip or series of trips. trained reflexes. 7. This chapter is designed to present the fundamentals of basic flying in the 2–33 glider. Try to keep your mind free to take in everything your instructor says. you should have a reserve of physical stamina.A-CR-CCP-242/PT-005 CHAPTER 6 MANUAL OF GLIDER FLYING TRAINING SECTION 1 STUDENT PREPARATION INTRODUCTION 1. Again. 2. Question any point that is not clear.

You must keep a good look-out. Before beginning a turn. 12. 6-1-2 . Any interruption of these checks shall require. You must always keep a good look-out for aircraft and vehicles. On the flying field there is a great deal of activity. be particularly conscious of other aircraft known to be in the area. Remembering to look in the proper direction at the proper time will keep you busy initially. 19. Section 1 of this manual. Never be in doubt as to who is doing the flying." Student response: "I HAVE CONTROL. For your own safety. Always use caution when moving around aircraft. The procedure for handing over control to the student is: Instructor: "YOU HAVE CONTROL. as well as for that of others. Your instructor will explain the clock-elevation system of pointing out other aircraft. Remember. get into the habit of thoroughly completing your checks. including the radio and ballast. but also to the occupants of other aircraft. Loose articles can be a serious flight hazard. but as you gain experience. such as a ground feature or edges of clouds. Do not take your responsibility lightly. do not disturb others while they are completing their checks. as a minimum. Aircraft Operating Instructions (AOIs) contain all the essential information relative to one particular type of aircraft. Use this as a reference and review it frequently. An important flight safety requirement during your flying training is a clear and positive understanding of who has control of the aircraft. you must stay alert to prevent the development of any situation that could require immediate evasive action. and pay particular attention to the direction in which you are about to turn. Obviously. While maintaining a vigilant look-out." 15.AIR CADET GLIDING PROGRAM MANUAL 10. LOOK-OUT 17. When the instructor wishes you to relinquish control. Anything that is loose could reposition itself and jam the controls. make sure that all necessary checks are completed. Control must never be relinquished until the order and the response have been given. the extent of your look-out and your awareness of other aircraft will improve. Ensure that all loose objects are properly stowed. the order is given as follows: Instructor: "I HAVE CONTROL. An example of an aircraft at “Right – 2 o'clock high" is shown in Figure 6-1-1. then divide your field of vision into sectors and scan each individual sector in vertical and horizontal sweeps. scan your whole field of vision. Never assume that others see you. A copy of the Schweizer 2-33 AOI is in Chapter 2. Careless pilots are not only a danger to themselves. there is a blind spot over your wings." 14. Poor look-out is a primary contributing factor in most mid-air collisions. then continuing with the remainder of the check. 16. 18. the pilot taking control should shake the control column. A technique for improved look-out is to focus your eyes first on a distant object. Before take-off. Good look-out techniques learned now will be extremely helpful later. 13. FLIGHT SAFETY 11. At all times remain clear of a tow aircraft if the engine is running. 20. The overriding factor in all aspects of flying is safety. Conversely." Student response: "YOU HAVE CONTROL. Additionally. repeating the last completed item.

traffic rules and patterns. specific regulations are in effect at each Regional Gliding School (RGS) and Gliding Centre. as a pilot. The information may include pertinent procedure changes. Besides the rules and regulations covered in the publications mentioned in the preceding paragraphs. are also responsible for any material in the Pilot Information File (PIF). efficient flying operations and must be adhered to. 23. they cover such subjects as flying areas. you. Copies are available at all RGSs and Gliding Centres.A-CR-CCP-242/PT-005 Figure 6-1-1 Clock-Elevation System (Right – 2 o'clock high) LOCAL FLYING REGULATIONS 21. flight safety concerns or any material that is deemed important for safe flying operations. The regulations are published in Regional Flying Orders and School/Local Flying Orders. The PIF is a compilation of information that each pilot is required to read and sign as having read. These regulations are written to ensure safe. PILOT INFORMATION FILE 22. Besides the general flying rules covered in this chapter. 6-1-3 . Copies are available at the RGSs and Gliding Centres and they must be read on a regular basis and thoroughly understood. A-CR-CCP-242/PT-005 is the governing publication for all Air Cadet gliding operations.

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rear window and door closed and locked. radio and altimeter set.A-CR-CCP-242/PT-005 SECTION 2 GROUND HANDLING DAILY INSPECTION 1. Trim shall be set full aft for auto tow. 5. Adjust the rudder pedals to the correct length and determine the need for ballast. a daily inspection (DI) must be performed on the glider. Any interruption of these checks shall require. STRAPPING IN 3. LIMITED PRE-FLIGHT INSPECTION (WALK-AROUND) 2. The DI will be carried out as detailed in the AOI and the DI Sheet. and Pitot/static assembly. Spoilers operational. 4. PRE-TAKE-OFF CHECK 6. This is a thorough check of the glider to ensure that it is airworthy. repeating the last completed item. Elevator pushrod assembly (including bolts). During the walk-around. NOTE The pre-take-off check shall be performed verbally and by touch prior to each launch. Climb into the aircraft and position yourself comfortably in the seat. rudder pedals adjusted. Check release for tension and operation. b. as a minimum. Note that all items must be completed prior to hook-up: B C I S T R S C Ballast Controls Instruments Spoilers Trim Release Straps Canopy Check aircraft weight limitations and ballast. install the ballast and ensure the ballast pin is secure. Controls functional. Prior to each day's flying. Trim shall be set full forward for aero tow and winch. Wheels and skid. Strap yourself in according to the procedures demonstrated by your instructor. This is a quick check of critical components on the glider. closed and locked. If required. Ensure that you tighten the hip belt before you tighten the shoulder straps. Before you strap into any glider as pilot in command or student. 6-2-1 . The pre-take-off check covers essential items in the cockpit as listed in the text that follows and on the placard on the instrument panel. Trim set for take-off. c. Instruments zeroed. you must do a walk-around. then continuing with the remainder of the check. Straps secure – front and back seat. Canopy. d. Wing leading edges. This will ensure that the hip belt stays around your hips. Confirm security of canopy latch by touch. you must verify the following items: a.

The hand signals that are used prior to take off are detailed below. Section 4. Details of the signals to be used for controlling the air tow launch of gliders are found in Chapter 2.A-CR-CCP-242/PT-005 PRE-TAKE-OFF HAND SIGNALS 7. Figure 6-2-1 Pre-Takeoff Hand Signals 6-2-2 .

INCORRECT HOOK-UP The rear cockpit release knob is not flush to the wooden stopper. Glider Release Arm Glider Tow Hook CORRECT HOOK-UP The front cockpit release knob should be flush with the instrument panel. INCORRECT HOOK-UP The tow hook is resting on the front left-side of the release arm. During hook-up. therefore the tow hook is too far out of the release arm. CORRECT HOOK-UP The rear cockpit release knob should be flush to the wooden stopper.A-CR-CCP-242/PT-005 SCHWEIZER GLIDER RELEASE MECHANISM The following diagrams depict what a correct glider hook-up should look like from outside and inside the cockpit. note the rope protection has been moved far enough back to view the entire release mechanism. and demonstrates five common indications of an incorrect glider hook-up. INCORRECT HOOK-UP The tow hook is resting on the side of the release arm. CORRECT HOOK-UP The tow hook and release arm are hooked up properly and ready for flight. Figure 6-2-2 Glider Hook-Up Examples 6-2-3 . INCORRECT HOOK-UP The tow hook step is clearly visible. any such protection must be moved back to ensure a good view of the release mechanism. INCORRECT HOOK-UP The front cockpit release knob is not flush with the instrument panel. Again. Note the method used for protecting the rope.

and demonstrates two common indications of an incorrect tow plane hook-up. Instead of falling down when the release arm is activated. therefore the tow hook is too far out of the release arm. Step is much more visible INCORRECT HOOK-UP The tow hook step is much more visible through the rear of the release arm. Schweizer tow plane release mechanism shown with oversized washer installed to prevent incorrect insertion of Tow Hook. Figure 6-2-3 Tow Plane Hook-Up Examples 6-2-4 . the tow hook flips up and over to release the tow rope.just inverted. Release Cable Oversize Washer Release Arm Tow Hook L-19 Tow Plane Mounting Base The Schweizer tow plane release mechanism is the same release system as the Schweizer glider release mechanism . Scout tow plane release shown with bolt installed to prevent incorrect installation of Tow Hook. therefore the tow hook has been inserted too far forward. INCORRECT HOOK-UP The tow hook step is clearly visible.A-CR-CCP-242/PT-005 SCHWEIZER STYLE TOW PLANE RELEASE MECHANISM The following diagrams depict what a correct tow plane hook-up should look like. CORRECT HOOK-UP Bolt The tow hook and release arm are hooked up properly and ready for flight.

Hold the control column with your right hand in a relaxed and comfortable manner. the air flowing past it causes a pressure differential on the control surface that can be felt through the control column and/or rudder pedals. This movement is always about the lateral. Normally. Unlike land-borne vehicles. all necessary pressures can be applied with your hand relaxed on the control column. When a control surface is moved out of the streamlined position. CONTROL SURFACES 0B 2. The control surfaces can be used individually or together. The amount of pressure exerted on the control column by the control surfaces is governed by the speed at which the surface is travelling through the air and the degree of deflection. Your instructor will demonstrate the effect and use of the controls in various attitudes of flight. Having control of an aircraft means that you are free to manoeuvre the aircraft into any desired attitude. an aircraft has the ability to pitch. the amount of pressure you have to exert on the control column varies with the pressure transmitted from the control surfaces. which pass through the centre of gravity (CG). To fly the aircraft accurately. especially during air tow. but more often. Sometimes. you may have to grasp the control column more firmly. See Figure 6-3-1. 6-3-1 . no single control can manoeuvre the aircraft correctly. 5. control movements must be co-ordinated and must be applied smoothly and evenly. Relax your arm and hand so that you can feel any pressure that is transmitted from the control surfaces. roll and yaw. Rough or erratic movements of any of the controls will cause the aircraft to react accordingly.A-CR-CCP-242/PT-005 SECTION 3 1B AIR HANDLING – GENERAL 2B AXES OF THE AIRCRAFT 1. Figure 6-3-1 Axes of an Aircraft CONTROL COLUMN 4. They are positioned as far as possible from the CG to give the best leverage. Conversely. APPLICATION OF CONTROLS 3. longitudinal or vertical axes. Do not grab or squeeze it.

It takes patience. 8. if you have to push forward. c. It is operated by pulling back on the trim lever or by squeezing the trim handle on the control column to set the desired control column force. Conversely. Figure 6-3-2 Spoilers and Dive Brakes 6-3-2 . You will find that the trim is an effective way for the pilot to achieve fore and aft stability. move the trim lever back until all pressure is out of your hand. move the trim lever until all pressure is taken out of your hand. b. Firstly. d. The following effects are applicable: a. and Slight increase in stalling speed. The spoilers/dive brakes are used to reduce lift on the top of the wings and for aerodynamic braking. Their effectiveness is more pronounced at higher airspeeds. SPOILERS/DIVE BRAKES 9. The 2-33 has a ratchet or bungee trim system (depending on the model) that is designed to assist the pilot by relieving pressures on the control column. Increased rate of descent. RELAX! TRIM SYSTEM 7. Reduction of airspeed. Effects.A-CR-CCP-242/PT-005 RUDDER PEDALS 6. Slight change in pitch attitude. and using only a slightly firm hold on the control column. Re-adjust a little at a time. 10. For example. if you have to hold back on the control column. If the ASI is correct. as one pedal moves forward the other one must be allowed to move rearward. move the trim lever forward. Always re-trim when you feel an unwanted pressure on the control column. The rudder pedals are interconnected. Apply pressure to the rudder pedals smoothly and progressively with the balls of the feet. They can be extended at any speed. set up the attitude for the airspeed desired and check the ASI. As your speed increases the trim must be set forward to release the pressure on the control column.

Rudder. if you ease the control column forward.A-CR-CCP-242/PT-005 PRIMARY EFFECTS OF CONTROLS 11. it does not matter what attitude you are in. the nose of the glider will appear to drop in relation to the horizon. Remember. If you pull the control column back quickly. Figure 6-3-4 Roll Attitudes c. Elevator. Control. This can be ascertained. there will be a marked increase in seat pressure and the airspeed will indicate a more rapid decrease. prevent and regulate yawing movements. The flight attitudes of the glider are described as positions of the glider nose and/or wings in relation to the visible horizon. The following are applicable: (1) Produce and control pitching movement. by the reduction in wind noise. the airspeed will increase. Your instructor will demonstrate various flight attitudes to you in your first flights. Movement of the control column left and right causes the ailerons to move. the nose of the glider will move upward in relation to the horizon and the airspeed decreases. The primary effects of controls (movements) are as follows: a. airspeed and altitude. without reference to the ASI. Conversely. Ailerons. wind noise will increase and seat pressure will lighten. If in a straight glide you ease the control column back (elevator up). 6-3-3 . 12. banking and turning. a movement of the control column forward or back will cause the nose of the glider to move up or down in relation to the horizon (2) Figure 6-3-3 Pitch Attitudes b. Left control column causes a roll to the left. and the horizon appears to tilt to the right (movement around the longitudinal axis). Produce and control rolling movement.

19. produced and controlled by the elevator. which gives you the sensation similar to that felt when rounding the corner in a car. produced and controlled by the ailerons. Familiarity with outside references and instrument indications enables you to determine the control inputs necessary to control the attitude of the aircraft. Fly by reference to the horizon. the student ends up chasing the airspeed. the glider will maintain a constant descent rate of approximately 200 feet per minute (fpm). Students who fly with reference only to the ASI end up chasing the airspeed and have trouble maintaining level glide. 24. Each wing tip should be the same distance above the horizon in straight flight. controlled by the rudder. while the angle between the canopy base and the horizon assists you in maintaining the correct bank angle. Airspeed changes in a glider are made by simply changing the pitch attitude. Do not concentrate too much on one reference. 16. The yawing movement is the movement of the nose about the vertical axis. U U U U U U STRAIGHT GLIDE 14. The distance between the base of the canopy and the horizon assists you in maintaining the correct gliding attitude. upright position. 20. 26. 17. The ideal method of trimming is to set and maintain the glider in the desired attitude while trimming off all control pressures. 22. The student sitting off-centre in the cockpit usually causes this. you will be able to establish any desired wings level attitude in a few seconds. 18. Due to the lag in the instrument. 6-3-4 . set the nose of the glider to the desired pitch attitude and check the ASI to confirm the proper pitch attitude. Another common problem is fluctuating airspeed. To change the airspeed. Trim is an invaluable aid for accurate gliding flight and is designed to relieve the pilot of a sustained load on the control column. 25. You will learn to look around quickly and to establish pitch. 15. An increase in airspeed indicates a lower pitch attitude and a decrease in airspeed indicates a higher pitch attitude. Fixing your attention in one place not only hinders your progress. Accurate control is never a static situation. the pitching movement is perhaps most easily described as the movement of the nose about the lateral axis. Do not compromise aircraft control and look-out when carrying out aircraft checks by focusing your attention in the cockpit for too long a period of time. To summarize. A trim change is called for when you find you have to hold continuous control column pressure. choose an attitude using outside references and confirm your references with a cross-check of the flight instruments. but is detrimental to safety because you are not maintaining a good look-out. but requires frequent small corrections to keep the aircraft in the desired flight path. Control movements should be smooth and co-ordinated. When the aircraft is in uncoordinated flight. bank and direction simultaneously. In uncoordinated flight your body tends to lean towards one side of the cockpit. the yaw string is displaced from the centre. In a straight glide. It is important to know these attitudes because the glider ASI lags. The rolling movement is the movement of the aircraft about the longitudinal axis. The student referring to the ASI too much usually causes this. Positioning of the canopy frame in relation to the horizon is the most commonly used reference. 21. The airspeed indicator will indicate a constant reading in steady-state flight. Co-ordinated flight should be free of slip or skid (discussed in paragraph 33) even in a steep turn. CHANGING AIRSPEED 23. This method of controlling attitude will result in precise aircraft control.A-CR-CCP-242/PT-005 13. and your body should remain in a comfortable. The tendency to fly with one wing low is a common fault among students. however slight. Keeping the wings level uses the same concept. To achieve a straight glide. After you have had some practice in a straight glide and have learned to check all your references properly. so that the glider maintains the desired attitude with minimal pressure on the control column.

TURNING 34. with the nose going around and down towards the lower wing tip. medium and steep: a. 32. The effects of adverse yaw may also be noticeable as the aircraft is initially banked. The medium turn is from 15 to 30 degrees of bank. but indicates a slip by moving toward the outside of a turn. a further effect of rudder control. 30 degrees. This tendency is the result of aileron drag. As a result of this slip. A simple rule of thumb for applying the proper amount of rudder is to apply the rudder opposite to the direction the string is pointing until the string is centralized making sure that the angle of bank does not change. The steep turn is any turn over 30 degrees of bank. c. 31. a further effect of aileron control. 30. The practical points of the secondary effects of controls for the pilot to note are that either a roll or yaw. The three classes of turn for the glider are gentle. will lead to a steepening descending turn. 29. the glider has a tendency to yaw away from the intended direction of the turn. The yarn remains aligned with the glider when the controls are properly co-ordinated. or expressed differently. Gentle. d. 28. A co-ordinated turn requires the simultaneous use of all three flight controls. a greater amount of lift is produced on the outer wing than on the inner wing that results in a rolling movement or bank. uncorrected. 35. Medium. 6-3-5 . or expressed differently. the airflow will strike the keel surfaces of the aircraft and it will yaw (weathercock) in the direction of the slip. The yaw caused by the slip and weather cocking is a secondary effect of roll. as well as gaining more lift.A-CR-CCP-242/PT-005 SECONDARY EFFECTS OF CONTROLS 27. If the aircraft is intentionally rolled into a banked attitude and the rudder pedals are held central. It is used for rapid changes of direction and will be discussed in detail in a later section. 33. the following angles of bank will be used: Figure 6-3-5 Yaw String (1) (2) (3) Gentle Medium Steep 15 degrees. b. During the skid. One of the least expensive and most efficient slip/skid indicators is the yaw string. Use of rudder in the turn corrects this tendency. The gentle turn is up to 15 degrees of bank. also experiences more induced drag. a piece of yarn mounted in the free air stream in front of the pilot as shown in Figure 6-3-5 to the right . For training purposes. A common error that occurs once a turn is established is misuse or over-control of the rudder. Steep. the result is a flat turn in the direction of the yaw – an outward skid. The roll caused by the skid is a secondary effect of yaw. the aircraft will sideslip towards the lower wing. The up going wing. or a skid by moving toward the inside of the turn. If an aircraft is allowed to yaw and the ailerons are held neutral. especially in the circuit. 45 degrees. In a roll. A medium turn is the normal way of changing direction in flight.

During straight glide.A-CR-CCP-242/PT-005 36. release the aileron pressure smoothly. and Keep a good look-out. e. d. apply greater movement. As you apply bank. Perform the following: a. for a faster rate of roll. Apply aileron and rudder pressure together in the direction of the intended turn and roll the aircraft to the desired angle of bank. Rudder is used simultaneously to co-ordinate the turn. you should practice rolling into turns slowly. keep the nose in that position. If you want a slow rate of roll. Look ahead and behind. Remember that in a turn there should be three constants: a. Roll-out. The movement should be applied in proportion to the amount of change desired. As your proficiency increases. As the bank increases. 38. During the Turn. 40. concentrate primarily on visual reference and look-out. An attitude that gives you a 50 mph IAS is sufficient for gentle and medium turns. and the control surfaces will be in the neutral. Re-check nose position and angle of bank. With this application of pressure. Take off bank with the aileron. However. smooth movement. 42. Throughout the turn. but in steep turns. the required increase in back pressure is comparatively small. the ailerons move out of the streamlined position and cause the aircraft to roll into a turn. A slight back pressure will be required. Look ahead and correct the nose position so that the proper attitude is achieved prior to the turn. note the attitude of the nose in relation to the horizon. for a steep turn. apply aileron and rudder together. 37. look around to make sure that the area is clear and that it is safe to change direction. use light. 43. Maintain the desired bank with control column and then reduce rudder. The response of the aircraft depends on your ability to judge how much pressure should be used on the controls. c. Turning Recap. control yaw with rudder and relax back pressure on the control column. b. Do not release the back-pressure because constant pressure is needed to maintain the pitch attitude. 41. In gentle and medium turns. or streamlined. Yaw is eliminated by correct use of rudder to keep the yaw string centralized. Centralize the control column and rudder as the wings come level and re-check attitude/speed. Airspeed is controlled by using the elevator to maintain the proper gliding attitude. Watching ahead. During turns. the back-pressure required to hold the attitude becomes more pronounced. Entry. Once you have established the desired angle-of-bank. b. apply gentle back pressure to compensate for the loss of the vertical component of lift and balance the effect of centrifugal force. Constant angle of bank. Some of the rudder applied during the roll may be taken out. 39. hold the bank constant and make aileron adjustments similar to those made for a straight line. In the early part of your training. 6-3-6 . the pitch attitude will have to be adjusted so that you achieve 55 mph IAS prior to turn entry. position. Before entering a turn. while occasionally referring to the flight instruments. recheck attitude. and Constant airspeed. Constant rate of turn. until you have learned to feel the pressure properly. c. you may roll into the turns at a progressively faster rate. The aircraft will remain in the turn.

give the correct signals (Figure 6-3-6). so all corrections require large control deflections. Once you are set to go. You will find that you have to apply forward pressure on the control column as the glider increases speed. Allow the glider to achieve a level attitude and maintain this until airborne. remembering to keep the wings level using the ailerons. Ideally. Maintain directional control with the rudder.A-CR-CCP-242/PT-005 TAKE-OFF 44. Figure 6-3-6 Take-off hand signals 6-3-7 . Control response is very poor during the initial ground run. 45. the pilot will fly at 3 to 5 feet AGL and keep in position directly behind the tow aircraft. As speed increases you will find that a reduction in control inputs will be required. The glider should lift off at about 45 mph.

so as to remain in the correct relative position. If the initial climb by the tow aircraft is steeper than normal.A-CR-CCP-242/PT-005 46. 47. When the tow aircraft achieves climb speed and climbs out. Figure 6-3-7 Take-Off Positions 6-3-8 . You will be shown the proper position by your instructor. the glider pilot must be sure to climb away with the tow aircraft. assume the correct tow position.

It will tell you the direction of any significant crosswind. If crab or the wing low method is not applied. the pilot should position the control column into the wind to keep the wing from lifting and apply opposite rudder to track straight down the runway. Another quick check is to observe the yaw string when lined up behind the tow aircraft. 50. the upwind wing can be kept slightly lower and the opposite rudder applied to maintain a straight track down the runway. A crosswind take-off requires a higher than normal take-off airspeed to allow a clean break with the ground. but ultimately this decision rests with you. 52. the tow pilot will apply the necessary crab to maintain runway centreline. As the take-off progresses. This is referred to as the wing low method for crosswinds. therefore. which can cause excessive side loads on the main wheel. Once the tow aircraft is airborne. How low the into-wind wing needs to be will be dependant upon the actual winds.A-CR-CCP-242/PT-005 CROSSWIND TAKE-OFF 48. Crosswind take-offs require co-ordinated action by the wing person and the pilot to prevent the glider from weather cocking. Before starting the ground roll. The ailerons will then keep the upwind wing down and the opposite rudder will prevent weather cocking. A crosswind affects the glider on take-off. crab should be applied to maintain a position directly behind it. 49. The wing person should hold the into-wind wing slightly low and continue to do so as the take-off roll begins. 6-3-9 . Figure 6-3-8 Crosswind Take-Off – Crab Method 53. the glider will drift and this makes it extremely difficult for the tow pilot to maintain directional control and may prevent a safe take-off. the controls become more effective and less input is required. As you move to position on the runway. The glider should then be manoeuvred directly behind the tow aircraft (see Figure 6-3-8). This prevents the glider from drifting during the lift-off transition. 51. Which wing tip is held by the wing person is not as important as ensuring the into-wind wing is somewhat lower. the pilot. The tow aircraft will normally still be on the ground immediately after the glider becomes airborne. Alternatively. check the windsock so you can recognize and anticipate a crosswind.

you will be introduced to the tow gradually and for short periods of time. as your skill increases. the glider must maintain either the high tow or low tow position (see Figure 6-3-9). U 59. 58. side slip a little. The proper high tow position places the tow aircraft's wings on the horizon (for the Scout) or has the horizontal stabilizer centred in the "X" made by the struts and landing gear (for the L-19). all that is required is to ease back on the control column and gently climb back into the proper high tow position. as you will find it is easier to keep station with the tow aircraft. Eventually. Vertical Corrections. Even then. Your instructor will fly the tow for the first few missions until your glider handling skills are sufficient to attempt air tow. For long distance tows it is the preferred method. The glider pilot's aim in an air tow launch is to maintain position behind the aeroplane so that the tow can be carried out safely and efficiently. On tow. Air tow requires the pilot to do two things: fly the glider and formate on the tow aircraft. If you get into a position where you can no longer see the tow plane. with constant changes of control between you and your instructor. An alternate method is to have the tow rope centred between the tow aircraft's main wheels. you will put it all together and fly the entire tow from take-off to release. If so. At the RGSs. you may use the spoilers. 55. The vertical fin should bisect the fuselage. this can be very dangerous. causing the tow aircraft's tail to be pulled up and causing the aircraft to dive. In extreme cases. In fact some countries do their training in the low tow position. In the beginning. This is what makes the glider handling exercises from previous flights so important. If needed. do this with caution. In any event. you will have difficulty in coping with a tow until you are able to control the glider.A-CR-CCP-242/PT-005 AIR TOW 54. the method of launch is by air tow. 56. If the glider gets too high on tow. The glider is pulled into the air by a tow rope attached to a powered airplane. 57. During training you will be using predominantly the high tow position. Figure 6-3-9 Tow Positions 6-3-10 . If you find yourself too low there is generally no cause for alarm. release immediately. To recover from this position ease forward on the control column without letting too much slack develop in the rope.

U c.A-CR-CCP-242/PT-005 60. If you find yourself off to the side of the tow plane. U U d. U Do Nothing. U Keep the wings level and use rudder to ease back into position. U Sideslip Back into Position. U Figure 6-3-10 Lateral Tow Corrections 6-3-11 . Make sure you take corrective action prior to obtaining the proper position or you will overshoot your mark. Hold wings level and since the rope is under tension it will pull you back in behind the tow aircraft. Apply a little bank towards the tow aircraft and use opposite rudder to prevent a turn. Lateral Corrections. Lateral displacement can be corrected in a variety of ways: a. U b. 61. It is relatively harmless provided you do not start snaking back and forth by making inappropriate control movements. Reposition with a Very Shallow "S" Turn. do not panic.

Turns on Air Tow. You can also sideslip slightly to return to the proper position. it may be slightly shallower. 65.A-CR-CCP-242/PT-005 62. too little bank and the glider will track too far to the outside of the turn. the glider cuts the corner and slack in the rope will develop. Reduce the angle of bank slightly and skid outwards. If you are too far inside the turn. Do not waste time. however. Too much bank and the glider will track to the inside of the turn. Position Error in the Turn. The skid will keep the rope tight and will slowly carry you back to the proper position. Figure 6-3-11 Tow Position in a Turn 6-3-12 . The vertical reference does not change. If you are too far out (wide). 63. The angle of bank of the glider should normally be the same as the tow aircraft's. the glider has further to fly and the airspeed increases and tends to pull the tow aircraft's tail outward causing a tighter turn. In turns exceeding 20 degrees of bank. 64. The most probable cause is under banking. The longitudinal axis of both aircraft should be at the same angle in relation to the tow rope. Increase your angle of bank to that of the tow plane. take corrective action immediately. Unintended changes in the angle of bank can lead rapidly to lateral positioning errors. 66. The correct position in a turn is for you to keep the vertical fin of the tow aircraft splitting the fuselage in half.

descend to the low tow position. While holding enough rudder to maintain lateral displacement. f.A-CR-CCP-242/PT-005 BOXING THE WAKE 67. maintaining the low tow position. This will test your ability to fly around the tow aircraft's wake. Do not worry when you go through the wake. Using a slight amount of bank. Using a slight bank. 68. The sequence used is as follows: a. move out to the opposite side of the tow aircraft. and returning to the original position while avoiding the wake. the rumbling and rattling of the glider are just the effects of the turbulence generated by the tow aircraft's propwash. Figure 6-3-12 Boxing the Wake 6-3-13 . Centralize rudder and initiate a slight bank to move back to the central position. b. You will also be shown how to descend straight down through the wake to the low tow position. e. The objective of the manoeuvre is to move from one tow position to the other. (Figure 6-3-12). move laterally to a point just outside the wing tip of the tow aircraft. d. Holding rudder (to keep from being pulled in). Hold position with rudder and elevator. 69. c. raise the nose slightly and climb back up to the high tow position. Slowly release the rudder to allow the glider to resume the normal high tow position behind the tow aircraft. One of the manoeuvres that you will have to do is “Boxing the Wake”. forming a rectangular pattern.

caused by turning back too rapidly from an outside acceleration in a turn. changes in relative airspeed by either aircraft can cause slack in the tow rope. If the glider gets too high. The following are scenarios that can result in a slack towrope: a. close the spoilers and lower the nose slightly. holding position by flying formation with the tow aircraft. When the slack is almost taken up. 71. can be corrected by: b. b. it accelerates and slack results if the glider pilot turns back towards the tow aircraft too rapidly (Figure 6-3-13. The following corrective actions are applicable: a. A slack line. descending to the correct position too rapidly can cause the glider to accelerate. item 3). Carefully apply spoilers. An unexpected deceleration of the tow aircraft can cause the glider to overrun the tow rope (Figure 6-3-13. it is possible for a large loop to develop. c. Corrective Actions. c. resulting in slack (Figure 6-3-13. (1) (2) adjusting the angle of bank to coincide with that of the tow aircraft. Figure 6-3-13 Slack Rope Causes 72. and If the glider is too far outside the turn.A-CR-CCP-242/PT-005 SLACK ROPE PROCEDURES 70. This will prevent excessive stress on the tow rope and reduce the possibility of the weak link breaking. This presents an immediate hazard to the glider pilot since a loop of sufficient size could reach back far enough to entangle a wing or control surface. However. item 1). yaw back into alignment with the tow aircraft and ease forward on the control column. The glider normally follows the tow aircraft at a distance dictated by the length of the tow rope. If the difference in airspeed is substantial. item 2). Get away from the loop by yawing the nose of the glider away from the slack. 6-3-14 . When the slack is almost out.

As a glider pilot.e. repeat and visually confirm separation from the rope. trim the glider for the desired airspeed. At the release point. such as a rope break. a. c. Section 7. Altitude. and when the rope is taut. it is very important that you are aware of the actions required when an emergency occurs. The higher than normal tow position allows the glider pilot to carry out a soft release by gently easing forward on the control column to reduce tension on the rope before releasing. Ensure glider is in the proper attitude and tow position for release.A-CR-CCP-242/PT-005 (3) (4) RELEASE allowing the glider to decelerate. 73. the glider pilot shall carry out the pre-release check that can be easily remembered as the "triple A. Premature releases and tow aircraft engine failures will all be treated as rope breaks for the purpose of this section. Prior to reaching the programmed release altitude. d. Once in a straight glide. moving back into the proper position . Area. i. Prior to the point of release. not in a turn or in low tow. Emergency procedures are discussed in detail in Chapter 2. b. Ensure you are at the required altitude for release. Release procedures may differ depending on local operating procedures. Ensure that the area you will be turning into is clear. 6-3-15 . 76. Ensure that you are approaching the proper release area. Traffic. pull the release knob. Commence a gentle climbing turn to the right to provide separation from the tow aircraft. T check". Responsibility to release rests with the glider pilot when position and altitude are suitable. hold it open momentarily (1 to 2 seconds).. 75. Ensure that you review the School Flying Orders and familiarize yourself with your local procedures. AIR TOW EMERGENCIES 77. U U 74. Attitude. the glider pilot shall prepare for release by stabilizing the glider in a slightly higher than normal tow position and conducting a traffic check.

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A-CR-CCP-242/PT-005 SECTION 4 CIRCUIT AND LANDING INTRODUCTION 1. and landing. This section describes glider circuit procedures including the traffic pattern. 2. PRACTICE AREA WIND INITIAL POINT OF CIRCUIT ENTRY 1000 FEET (AGL) PRE-LANDING CHECK TOUCHDOWN POINT 450 LAUNCH POINT BASE TURN TO BE COMPLETED BY 500 FEET (AGL) FINAL TURN TO BE COMPLETED BY 300 FEET (AGL) Figure 6-4-1 The Circuit 6-4-1 . final approach. Established circuit procedures ensure the orderly flow of traffic and that the glider always remains in a position to facilitate a safe landing on the aerodrome in the event of unforeseen circumstances (such as heavy sink).

The following are applicable: S W A Spoilers Wind Airspeed Check operation and position. At each stage of the circuit there are corrections you can make if you are not at the right height (e. R T S C Radio Trim/Traffic Straps Canopy 7. as well as a yardstick to judge rate of descent. This is due to thermal activity. you should be over your IP at 1 000 feet AGL. 4. the glider pilot. If you are high you can use spoilers to lose the excess altitude or you can angle out slightly to give yourself a longer base leg. As a result. sideslip. At the halfway point of the downwind. etc.g. and door. a turn to final (completed by 300 feet AGL). The downwind leg is flown at 50 mph (dual and solo). wind drift. After crossing over your initial point at 1 000 feet AGL and proceeding downwind. After the halfway point of the downwind you should have a good idea whether you will be high or low for the base turn and you can adjust accordingly. a turn to base leg (completed by 500 feet AGL). Ensure canopy. The following diagrams will enable you to appreciate what is required. Calculate the final approach speed (FAS) (50 mph plus wind speed including any gust factor. it is not always possible to use the normal rectangular pattern. stated a different way. rear window. It is important to recognize errors early and correct. This is the beginning of the circuit and is located at approximately a 45 degree angle from the landing area. The first one is the IP. is continually adjusting the pattern to suit the conditions encountered. This should be completed prior to the halfway point of the downwind leg. etc. DOWNWIND 6. The circuit is made up of several key points to aid you in judging your altitude with relation to your position in the circuit. Check front and seat back harness security. are secure and locked. Radio on. Unlike power flying.A-CR-CCP-242/PT-005 CIRCUIT PLANNING 3. The touchdown point should be approximately 30 degrees low or. Under extraordinary circumstances you can modify your circuit as required to safely return the glider to the landing strip. You can even start angling in towards the landing area if you are extremely low (note Figure 6-4-2). 8. You can shorten the downwind leg if you are low. This gives you the proper lateral distance out from the touchdown point. 6-4-2 . The circuit consists of entry at the initial point (IP) at 1 000 feet AGL. Check for conflicting traffic. wind shear. INITIAL POINT (IP) 5.). except in calm wind conditions. The ideal circuit is based on a zero wind condition. Fly downwind at 50 mph. you should be adjacent to the touchdown point at approximately 800 feet AGL. In ideal conditions. a base leg. increase or reduce spoilers. Make radio call as required. you should complete your pre-landing check as detailed in this manual and placarded in the glider. a downwind leg.. and a landing. downdraughts. about one-half to two-thirds of the way up the wing strut. Set trim as required. a final approach. Assess wind speed and direction.

10. You will note that the turning point for base leg is normally when your touchdown point is about 45 degrees over your shoulder.A-CR-CCP-242/PT-005 Figure 6-4-2 Downwind Modifications BASE LEG 9. Figure 6-4-3 Base Leg Modifications 6-4-3 . It is also the point where you obtain your final approach speed so that you can make adjustments for the increased rate of descent. Any crosswind will require a crab to eliminate sideways drift. A properly flown base leg is important to set yourself up for a good final approach.

and winds. winds. Poor timing of the realigning turn might result in another misalignment and the need for another correction. but always consider altitude. Early in the circuit. If a slip is already being used to maintain a cross wind correction. If you are misaligned because of a poorly timed final turn or insufficient crosswind correction. However. They provide an efficient method to fly back to the centre line. A convenient mark on the ground or some other obvious point is easiest to see. remember that wind drift will have to be dealt with at all times. You should plan your circuit pattern so that the final approach is made with a glide angle that allows two sorts of corrections: steepen the glide path. regain the centre line by using coordinated turns or slips as appropriate. may take longer to track back to the centre line. 13. This is a point on the ground where you want to round out. and may leave you short of the aim point. commence your base leg turn. it cannot be regained. ground features. They are self-explanatory. it is permissible to use spoilers if. trim for the proper speed. you should turn onto the base leg early. Coordinated turns are more effective if you are significantly displaced from the centre line. 14. If by chance you encounter a very strong updraft (thermal). once altitude is lost. short of where you want to touchdown. Some considerations are: a. The disadvantages of using coordinated turns are you must change the alignment of the longitudinal axis twice and you must judge when to start your turn to realign with the centre line. required. use spoilers with caution. other air traffic. You should get used to judging your height on final approach without reference to the altimeter. because when you remain coordinated the increase in sink rate is minimal thus maximizing your gliding distance. But remember. as you move closer to the ground less angle of bank can be used before striking a wingtip. b. d. If you use this procedure you should not land short.A-CR-CCP-242/PT-005 11. if required (see Figure 6-4-6). (50 mph IAS on downwind and 50 mph IAS plus the reported wind plus wind speed including any gust factor for base and final. When flying in high wind conditions (15 knots plus). then you can increase or decrease the amount of input being used to regain the centre line. 16. and when. As your wing tip passes the approach end of the landing strip. by further extension of the spoilers. and The disadvantages of using a slip is it will increase your rate of descent. the distance from the landing area. so do not forget crabbing action. ground features. 17. the fewer problems will be encountered on landing.) It is better and safer to arrive with a few extra miles per hour than to be too slow. At all times. Ideally. The more promptly height adjustments are made to maintain the ideal approach path. 12. or flattening the glide by closing them. 6-4-4 . If you are only a short distance from the extended centre line there may not be much space to complete two coordinated turns so a slip may be the better choice. the ideal approach angle will be flatter than when the approach is made into a wind. Slipping is more effective when you are slightly misaligned or if you are above the glide path. In no wind conditions. To establish the proper glide path on the final approach. By noting the position of this object in relation to the nose or some other point on the canopy. FINAL APPROACH 15. In all phases of the circuit. Remember. c. Coordinated turns are often the best realignment method if you are at or below the glide slope. position. Misaligned Approach. then you may combine the spoilers with a forward slip to counteract the unwanted lift. the final approach should be flown with a spoiler setting that has 50 per cent of the effect of full spoilers. When correcting into a cross-wind it will take more time to regain the centerline than if you are correcting with the cross-wind. Which technique you use will be dependant on your altitude. the glider pilot must select an aiming point. Figure 6-4-3 gives you an idea as to corrections that can be made during the base leg. Coordinated turns are not a good option when very close to the ground because the risk of striking a wingtip increases the lower you become. etc. any tendency to undershoot or overshoot can be seen.

Amount of bank used is dependant upon required amount of correction.poor timing of recovery may result in overshoot of path Pilot rolls out for Final Approach (1) but is not lined up with the extended centerline (2) of the intended Landing Lane.assists in losing excess altitude Disadvantages .two steps needed (entry and recovery) .unfamiliarity with cross controlled flight .relatively small increase in sink rate .large increase in sink rate .if already adjusting for crosswinds. Advantages . Pilot cross controls to initiate a side slip (3) toward the extended centerline then removes inputs (4) as glider gains the desired line.fluctuating heading control during entry and recovery .A-CR-CCP-242/PT-005 4 4 3 3 2 1 2 1 Pilot rolls out for Final Approach (1) but is not lined up with the extended centerline (2) of the intended Landing Lane.excellent for large alignment corrections Disadvantages . Pilot initiates a coordinated turn (3) toward the extended centerline then uses a second coordinated turn (4) as glider gains the desired line. may only need slight increase or decrease in inputs .familiarity with coordinated turns .poor timing of recovery may result in overshoot of path Figure 6-4-4 Options to Correct a Misaligned Approach Figure 6-4-5 Final Approach 6-4-5 .good for minor alignment corrections . Advantages .

by the judicious use of spoilers. that is. Use more spoiler. you are undershooting/low. Once established on final approach. slipping. 22. when opening the spoilers fully. the FAS is calculated as part of the downwind check. Another crosswind method is to keep the into-wind wing low during the final stages of the approach thus slipping into the wind. the circuit altitudes or circuit pattern or both will have to be adjusted. So that the downwind and final approach legs stay in line with the landing strip. It is the sum of the normal circuit speed of 50 mph and the reported wind speed including any gust factor. when necessary. use rudder to counteract its tendency to swing into wind (weather cocking effect caused by the vertical tail surface). check your aiming point. if the reported winds were 10 mph gusting to 15. 20. To compensate for headwinds during final approach. altitude lost cannot be regained. provided the airspeed is correct. Maintain your final approach speed to the round out by cross-checking your ASI during the final approach. It should be stationary on your canopy. keeping the yaw string centred. Use rudder to re-align the fuselage with the landing strip when you are about to touch down. Remember. positioning or any combination of these methods. Figure 6-4-6 Crosswind Landing STRONG WIND DOWN THE RUNWAY 23. If it is moving towards/under you. the fuselage remains lined up with the landing area throughout. Close the spoilers. Using this method. For example. 100 feet may be added to circuit altitudes to compensate. sideslip or both in combination. As a rule of thumb. approximately. On most gliders. In summary. 19. Keep the into-wind wing down slightly until you come to a full stop.A-CR-CCP-242/PT-005 18. At some time during these corrections you will achieve the desired glide path. compensate for wind drift using crab. If your aiming point appears to be going up the canopy/away from you. Adjust spoilers as required to maintain the desired glide path. Final Approach Speed. CROSSWIND APPROACHES 21. However. As the glider rolls to a stop. If strong winds are present or develop unexpectedly. the FAS would be 65 mph (50 + 15 = 65). for each 10 mph of headwind. you are overshooting/high. you can fully open the spoilers once in the position to land. remember these ground rules: 6-4-6 . the circuit will require modification. but excess altitude can be eliminated. use caution because the full aft position of the spoiler bar is the wheel brake and you do not want to land with the wheel brake engaged. Making the circuit smaller (tightening the pattern) results in additional altitude being available which can then be used to counteract the effect of strong winds.

in order to maximize glide distance. crab must be used to prevent drifting too far away from the runway. The last phase of the approach is the landing. for whatever reason. PENETRATION APPROACHES 24. Therefore. If the crosswind is strong on downwind. therefore making any drag reduction to ground effect small as well. use crab to eliminate drift either away from or into the runway. by placing the glider in ground effect at a high energy state. e. Turning early will prevent the glider from drifting too far downwind. especially in a high-wing glider. fly L/D max airspeed adjusted for wind and hold that airspeed until the flare/round-out. especially over 15 mph. GLIDING DISTANCE WILL BE LOST. d. If there is a strong headwind. b. Remember that a 20 mph approach headwind is a 20 mph crosswind on base leg and will require approximately 20 degrees of crab to eliminate drift. a strong crosswind on base leg and a strong headwind on approach.A-CR-CCP-242/PT-005 a. LANDING 25." PENETRATION APPROACHES (DIVING INTO GROUND EFFECT TO ATTEMPT TO STRETCH GLIDING DISTANCE) ARE PROHIBITED. In a strong headwind. Additionally. The aim of the landing is to transfer the glider cleanly from the air to the ground at a minimum rate of descent and forward speed for the conditions prevailing. A 20 mph crosswind on downwind will require approximately 20 degrees of crab to eliminate the drift. Remember that a strong wind down the runway is normally a strong tailwind on downwind. The following edited excerpt from an article in Soaring Magazine (Feb 90) clearly identifies the futility of the procedure: "Is diving into ground effect worth it? NO! The high aspect ratio of gliders keeps induced drag small. A penetration approach is defined as an attempt to increase gliding distance. Figure 6-4-7 Landing 6-4-7 . c. On base leg. the start point for final turn must be higher than normal or closer to the runway than normal or a combination of both because the higher approach speeds result in higher descent rates. any drag reduction is significant only when the wing is just a few feet above the ground  a condition hard to fly consistently or safely. UNLESS THE PILOT FLIES THE PROFILE PERFECTLY AND THE TERRAIN CONDITIONS ARE IDEAL. base leg should be started as the glider passes the approach end of the landing strip.

If landing in a crosswind and you are using the wing down approach (sideslip). if the spoilers are open. you do not have room to increase the glide angle for more airspeed. crab and sideslip. Touchdown therefore occurs at the lowest possible airspeed. allow the speed to decrease and carry out a landing. If your airspeed is too slow. close them. hold-off and touchdown until the glider comes to a full stop. It is preferable to land with spoilers open. or closed (as required). In both methods. this only leads to porpoising. 28. Immediately before touchdown the glider should be yawed so that it is parallel to the landing path. At a safe height. 30. Be careful not to pump the control column back and forth. After touchdown. close the spoilers immediately. Monitoring your ASI during the final stages prior to touchdown is essential. As the speed decreases more pronounced control movements will be needed to hold wings level and to maintain directional control. continue to ease the control column back during the roll-out until it is fully aft. The length of the landing run will vary according to the wind strength and landing surface. If you are quite high. If the wind is such that side slipping cannot eliminate the drift. When the speed has dropped so low that flight can no longer be sustained. the pilot should start slowly easing back on the control column to round-out gently into level flight. you should immediately level off and then. you will need to make a gradual descent to again round out for the landing. Figure 6-4-9 Balloon/Bounce Recovery 6-4-8 . From this point it will depend on how high you are above the ground. Make sure you keep the calculated approach speed up to the point of round-out. Touchdown can be accomplished with the spoilers open fully. the crab method must be employed. be careful not to pull back too hard and start climbing again. Keep the glider flying about 2 feet above ground for as long as you can (keep looking straight ahead).A-CR-CCP-242/PT-005 26. partially. Figure 6-4-8 Slow Approach 29. If you are close to the ground. 27. the closure of the spoilers is your best course of action. the into-wind wing must remain down during the approach. the tendency of the glider to weathercock after touchdown must be prevented. Below 50 feet. the glider will touch down. In doing so. If you touch down too hard and bounce or apply too much back pressure on the control column and balloon.

Some of these indications are as follows: a. One may be tempted to reduce the glider's speed to a point where one may stall. its movements. Water build-up on the upper surfaces of the wing can raise stall speeds by 1-2 mph. When one turns from into wind to downwind you will experience what seems to be an inward slip. these differences can pose a significant hazard. It is most important to know and interpret these signs and not be fooled into using corrective actions when they are not required. It is particularly dangerous when in the circuit. Rain droplets on the canopy and the lower light levels common to overcast conditions can reduce the pilot’s ability to judge height information. you will gain the impression that you are skidding. Forward slips in rain tend to be quite smooth. thus pilots tend to believe they are higher than they actually are. 36. objects appear lower than they actually are. This can be demonstrated if one lines up with a section line or road. do not let it fool you. Cross-checking the ASI is critical in conditions of drift illusions. d. buffeting that normally precedes a stall may also be absent during flight in rain. In crosswind conditions. FLIGHT IN PRECIPITATION 34. Flying in rain introduces visual and aerodynamic differences with which the glider pilot must be familiar. as one nears the ground. can be misleading. without the usual pedal vibration and buffeting. 32. Aerodynamic differences have been identified when flying the 2-33 glider in rain. When heading into a strong wind. As the glider is flying in a parcel of air. and If you are turning from downwind into wind. 35. c. Rain or drizzle streaming across a windscreen also reduces visibility and causes distortions to the visual field known as “refractive error. The slower you fly and the closer you are to the ground. Water around the static ports of the pitot-static boom can affect position error and raise the indicated airspeed at which stall occurs by an additional 1-2 mph. especially if the wind speed is strong and/or gusty. Unfortunately. Check your yaw string and this will confirm if you are flying coordinated or not. b. your speed over the ground is markedly reduced. The drift is there. e. Careful monitoring of instruments. 6-4-9 .A-CR-CCP-242/PT-005 ILLUSIONS OF DRIFT 31. During the circuit to landing.” In these situations. lateral drift is quite apparent. When heading downwind your speed over the ground appears more rapid. Once again refer to your yaw string. the more apparent these illusions will become. 37. especially the airspeed indicator and altimeter. Do not be misled by this illusion. The closer one flies to the ground the more apparent the illusion of drift becomes. is required in the circuit. 33. or perceived movements.

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and The glider will lose altitude. Theory of Stalls. corrective action. Greater angles of attack produce even more turbulence. requiring fast. The indicated airspeed at which the wings stall is known as the stalling speed. The effectiveness of the ailerons decreases as the airspeed decreases. The most important factors affecting the indicated stalling speed are weight. positive. An aircraft can stall at any airspeed. Individually. but when they occur together. b. large movements of the control column can be made with little effect. provided that the critical angle is exceeded. At the stall. until a point is reached beyond which there is a sudden loss of a large percentage of the total lift. the airflow over the wings is smooth.SECTION 5 STALLS AND STEEP TURNS INTRODUCTION 1. b. When the aircraft is completely stalled. the airflow begins to break up and becomes progressively more turbulent. As the angle of attack is increased beyond the optimum angle. Just prior to the stall. Once you recognize the symptoms of a stall. The four important things you must learn about stalls are as follows: a. STALLS 2. 4. 6. then it moves sharply back. 5. Another phenomenon occurs as the angle of attack increases: the centre of pressure (C of P) moves steadily forward until the stalling angle is reached. This buffet may be absent during flight in precipitation. a wing may drop and there will be yaw in the direction of the low What You Must Learn About Stalls. and the area of turbulence thickens and spreads towards the leading edge. with some minor turbulence towards the trailing edge. This section will familiarize you with the symptoms and recovery from stalls and the differences between steep turns compared to gentle and medium turns. The following table has been prepared to help you interpret the glider's stalling symptoms. d. Symptom Nose High Low Airspeed Sloppy Controls Buffeting Method of Recognition These warnings are most noticeable when the glider is about to stall from the straight glide attitude and are indicated by the lack of wind noise. the glider will be felt to shake as the turbulent air flows over the horizontal stabilizer. This angle is known as the critical angle or stalling angle. SYMPTOMS AND RECOGNITION OF THE STALL 7. in any attitude. Recognize the symptoms of an approaching stall. The term stalling describes the condition in which the lift from the wings can no longer support the weight of the aircraft. Recognize the stall itself. and Take action to prevent stalls. c. Figure 6-5-1 Stall Symptoms and Methods of Recognition 6-5-1 . two things happen at the stall: a. a nose high attitude or a low airspeed does not constitute a symptom of a stall. Because of the loss of lift and the movement of the C of P. the glider will stall if you fail to take recovery action. you know that the aircraft is approaching a critical condition of flight. The nose may drop. 3. wing. Normally. Take the correct recovery action. spoiler/dive brake position and load factor.

If you continue to ignore the symptoms. If back pressure is maintained on the control column. Similarly. but it is always present. PRE-STALL. d. a firm positive forward movement is required. Check cockpit and your personal equipment for loose articles. Depending on weight distribution. Spin and Spiral Dive Check 6-5-2 . If there is a wing drop. wing and/or nose drop may occur. if you apply too little. you will learn just how much control movement to use. spin check (ASCOT) as detailed in the following table. you will initiate recovery action as soon as any of the stall symptoms become evident. rear window and door are latched. SPIN AND SPIRAL DIVE CHECK 13. the nose high attitude will still be apparent but the VSI will show a high rate of descent. you will lose too much altitude. Safety precaution. Why Minimum recovery altitude for stalls and spiral dives is 1 500 feet AGL. Mushing is not always readily apparent. a relaxation of the back pressure is sufficient. For incipient and fully developed spins it is 2 000 feet AGL. Normally. The amount of initial control-column movement depends on the airspeed and the degree of stall. while at other times. With the aid of your instructor and continued practice. however. If spoilers are open. Your instructor will demonstrate all types of stalls and will explain the degree to which the controls are used for recovery from each type.8. if you raise it too slowly. the aircraft may go into another stall. The following is the standard stall recovery for the 2-33. if you raise the nose too rapidly. as this could aggravate the situation. Lookout – Clearing turns. 12. Release sufficient back pressure to unstall the wings (reduce angle of attack). Figure 6-5-2 Pre-stall. Safety precaution. Stop wing drop with opposite rudder. STALL RECOVERY 9. close immediately. the instructor may allow the stall to fully develop so that you can learn and understand the whole recovery procedure. but the glider will continue to mush through the air with an increased rate of descent. Ensure canopy. and Ease out of the resultant dive using excess airspeed to regain altitude before establishing normal flight attitude. e. Sometimes. do the pre-stall. During DUAL practice. when easing out of the dive. it is valid for all types of stalls: a. b. The aim in stall recoveries is to recover with a minimum loss of altitude. Level the wings with aileron (if necessary) after the wing is unstalled. T – Traffic and Terrain Last-minute check to ensure that the area is clear of other aircraft and you are clear of built-up areas. As you become more proficient you will recover from stalls in any attitude and with minimum loss in altitude. the nose may not drop. To ensure that everything is properly stowed and nothing can jam in the controls. c. If the stall has been entered from wings level flight. you will not recover. If you apply too much forward movement. How Ensure that there is sufficient altitude for the exercise. you may feel a mushing or sinking sensation indicating that the glider has stalled. 10. What A – Altitude S – Straps C – Canopy O – Objects Before you practice stalls. do not attempt to raise the wing with aileron until you have first unstalled the wings. the aircraft will lose excessive altitude and gain excessive airspeed. Ensure your straps are tight and locked. 11.

20. 19. If the pilot uses elevator alone to raise the nose and reduce the speed. the pitch attitude will have to be adjusted so that you achieve 55 mph IAS prior to turn entry. The steep turn is just a continuation of a medium turn to 45 degrees of bank (for the purposes of this course). It is the backward movement that pulls the wing to a slightly larger angle that produces the additional lift required for the turn. and are a valuable means of increasing flying proficiency. It is used for rapid changes of direction and may be needed in emergency situations to avoid other aircraft. You will notice that if you fail to add back pressure. 6-5-3 . the pilot must first reduce the angle of bank and then raise the nose of the glider to reduce the airspeed. the steep turn is also used to spiral within a thermal. To correct this situation. use the standard recovery procedure outlined in paragraphs 9 to 12. Gentle turns require very little extra lift. for a steep turn. 15.STALL PROCEDURES 14. However. Recovery. The ideal recovery is accomplished by releasing only enough back pressure to unstall the wings and fly the glider out without gaining excessive airspeed. If the bank becomes too steep. Hold this attitude until you feel the buffet. To enter the stall. Do not allow the nose to drop too far or the glider will gain excessive airspeed. the glider will tighten into the turn and enter a spiral dive. Steep turns require a high degree of pilot coordination and skill. The steep turn is any turn over 30 degrees of bank. The amount of back pressure required is dependent on the angle of bank. whereas steep turns need much more. 17. the nose drops quite quickly in a steep turn. and then ease the control column fully back to stall the glider. 18. STEEP TURNS 16. raise the nose slightly above the horizon and keep the wings level. Control inputs are the same but are allowed to take effect longer. When the glider stalls. Poor aircraft control or inattention during steep turns may result in a stall or a spiral dive. Steep turns require this extra speed because the stalling speed is higher due to the higher wing loading. Entry. the nose tends to drop due to the resultant slip. Remember to relax back pressure as you bring the wings level. During soaring flight.

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In addition. INCIPIENT SPIN 4. Stop wing drop with opposite rudder. how to prevent the glider from entering an inadvertent spin at any altitude – especially a spin that can result from a turn from base to final when the pilot attempts to keep too shallow an angle of bank and uses too much rudder to skid around the turn while maintaining a nose high attitude. Level the wings with aileron (if necessary) after the wings are unstalled. It recovers rapidly when correct recovery action is taken. 5. You will learn to recognize the symptoms of a spin and. the warning symptoms are obvious enough for you to recognize the incipient stage in time to recover before the aircraft goes into a fully developed spin. In the early days of flying. more importantly. The following is the standard incipient spin recovery for the 2-33: a. c. Immediately centralize controls Release sufficient back pressure to unstall the wings (reduce angle of attack). which has to be grossly mishandled to enter a spin. d. 2. f. The characteristics of spins and recovery procedures are described in the paragraphs that follow. 3.A-CR-CCP-242/PT-005 SECTION 6 SPINS. a spin was considered a highly dangerous manoeuvre. and Ease out of the resultant dive using excess airspeed to regain altitude before establishing normal flight attitude. Today. The theory of spinning will be detailed in your ground school classes. SPIRAL DIVES AND SLIPPING GENERAL 1. Spinning is taught so that you can learn the technique of spin recovery. Figure 6-6-1 Stall and Incipient Spin 6-6-1 . The incipient stage of a spin is the transitional stage between a stall and a fully developed spin and normally occurs when the wrong technique is used in a stall recovery. spins and spin recoveries are routine exercises in many aircraft. b. Usually. spinning improves your orientation and builds confidence. Immediate centralization of the controls (primarily the release of back pressure to unstall the wings) results in recovery from an incipient spin to a stabilized condition of flight. close immediately. If spoilers are open. e. Basically the 2-33 is a stable aircraft.

When you feel the buffet. and Ease out of the ensuing dive. A large forward movement of the control column in normal flight or when recovering from a stall or spin will make this feeling more pronounced. Ease control column forward and hold until rotation stops. you will practice spin recovery from the incipient stage. This feeling is not an indication of stalling and must not be mistaken for it. if the glider flies into heavy sink). To recover from any spin in the 2-33: a. Centralize the controls (if spoilers open. pull the control column full aft and apply full rudder in the intended direction of spin. incipient spin or fully developed spin is made. close them). On completion of the ASCOT check. however. you could go into a fully developed spin. Your instructor will demonstrate both methods of spin entry. maintain full rudder in the direction of the spin until commencement of the recovery procedure. ENTRY – FULLY DEVELOPED SPIN 7. you will quickly recognize the type of spin and will be able to take appropriate recovery action should you ever enter an unintentional spin. c. Due to the stability of the 2-33 and the length of the wings. Your instructor will demonstrate a full spin to you. or momentarily. your instructor may ask you to hold opposite aileron in during the spin to facilitate autorotation. Entry can be made from a straight ahead stall or from a skidding turn. the wing tips may not be stalled. the spin is entered without delay. It occurs whenever a glider pitches further in a nose downward direction (including levelling out from a steep climb. NEGATIVE "G" SENSATIONS 11. because of the height required to do full spins. On some occasions. As detailed below. If airspeed increases too rapidly. Centralize rudder and level wings. In the spin the speed stabilizes with rotation around the spin axis. based on rudder correcting the yaw and elevator unstalling the wings. If you were to become disoriented or did not recognize the symptoms of an incipient spin. During the spin. Develop the habit of using all the steps given for the recovery. Any marked negative "G" feeling is an indication that the pilot has overdone the forward movement. There is never a need to hold the glider in a steep dive. as the recovery from a stall. Apply full rudder opposite to the direction of spin. use the dive brakes to slow the glider while pulling out of the dive. Raise the nose just above the horizon or enter a gentle. e. because there is a tendency for a pilot to automatically apply rudder opposite to the known direction of the spin entry.A-CR-CCP-242/PT-005 6. d. b. 12. Therefore. the beginner may feel a negative (low) "G" sensation similar to driving over a humped-back bridge. RECOVERY – FULLY DEVELOPED SPIN 9. 8. 6-6-2 . hold the control column fully back and at the same time. The wings become unstalled almost instantly as the back pressure on the control column is released. By following the entire procedure. there is a standard spin recovery. skidding turn while continually adding rudder into the direction of turn and opposite aileron to prevent bank while pulling back on the control column. 10.

since your instructor will see you begin the recovery. b. Any relaxation of the aft position of the control column will allow the wings to unstall. Do not attempt to judge your airspeed but monitor the ASI frequently. centralize controls. 6-6-3 . If a wing drops.000 feet AGL. Unless you recognize that the glider is stalled you may attempt to stop the nose dropping by pulling back on the control column. This will delay or prevent any recovery. You must observe the following rules when you practice spins: a. c. you have little control over it until you begin recovery action. Keep alert at all times and remember that you CANNOT spin unless you stall. POINTS TO REMEMBER 17. The following are important points to remember with respect to stalls and spins: a. i. e. the glider must be kept stalled after it drops one wing and starts to autorotate. The elevator controls the angle of attack of the wings in flight and any excessive backward movement on the control column can pull the wings beyond the stalling angle. b. word for word. If this happens. 15. This may induce vertigo and/or airsickness. Learn the full spin recovery by heart. use spoilers if required to slow the increase in air speed and ease out of the dive. This stops the spin immediately. Easing forward on the control column allows the wings to unstall. level wings. Recovery must be completed by 2. There is no need to reply. h. While the glider is spinning. 14. 16. To enter a spin. Clear the area well and enter the spin without delay. f. Do the ASCOT check before starting the exercise. Use the standard spin recovery.A-CR-CCP-242/PT-005 SAFETY FACTORS 13. DO NOT MOVE YOUR HEAD UNNECESSARILY. c. d. Then level the wings with ailerons and return to normal flight. ease forward and apply opposite rudder. During the spin. sit erect and observe the ground through the canopy. and Improper recovery technique may result in excessive rudder buffet and/or high and increasing airspeed. Your instructor will tell you when to recover from a spin by using the single word "RECOVER". g. d. the inner wing will usually drop. Stalling in a turn.

apply rearward pressure on the control column without reducing the angle of bank. At this point the airspeed should continue to increase and increased rearward pressure will only serve to tighten the turn.A-CR-CCP-242/PT-005 SPIRAL DIVE 18. As the nose begins to drop and the airspeed starts to increase. In most cases where a spiral dive is not achieved. SPIN AND SPIRAL DIVE RECOGNITION Figure FULL SPIN 6-6-2 Spin and Spiral Dive Recognition SPEED STABILIZES 1. 19. If speed is becoming too high. the glider must be deliberately flown into the manoeuvre. the spiral dive is recognized by increasing airspeed and higher "G" loading. the glider is not in a spiral dive. roll the glider into a steep turn (over 45 degrees) without applying the normal amount of rearward pressure needed to prevent the nose from dropping.5 TO 2 G's Figure 6-6-2 Spin and Spiral Dive Recognition 6-6-4 . Using an entry speed of approximately 45 mph. Increased back pressure will only tighten the spiral rather than bring the nose up. 20. 21. then it is not a spiral dive. To recover from the spiral. 22. Recovery. The glider is now in a spiral dive. use spoilers. During the spiral dive recoveries you will have to overcome the natural tendency to pull back on the control column prior to levelling the wings. there is insufficient amount of bank or the nose is not allowed to drop far enough to cause significant airspeed increase. In contrast to the spin. To enter a spiral dive for the purposes of practising the recovery. If when rearward control column pressure is applied the airspeed stabilizes or begins to decrease. Entry. If the glider can be recovered without levelling the wings. as would be the case in a normal nose-low recovery. level wings with co-ordinated control movements and ease out of the dive. Any delay in recovery will result in both dangerously high speeds and "G" loading.

the longitudinal axis or the heading must be altered. To commence a side slip. it is important to understand the difference between maintaining a constant flight path and maintaining a constant heading. When used with full spoilers. In a nil wind situation. for example. use elevator to maintain the desired airspeed. bank the glider and simultaneously apply sufficient opposite rudder to prevent the glider from turning. Therefore. When slipping. a slip into the wind will prevent the glider from drifting off the intended track. Then. The forward slip starts by simultaneously banking the glider with aileron and applying enough opposite rudder to move the longitudinal axis off the desired flight path and away from the downgoing wing. the glider is placed in a banked attitude. To recover. 25. this crosswind procedure is called the “wing down method”.A-CR-CCP-242/PT-005 SLIPPING 23. To recover from the forward slip. In every slipping manoeuvre. Although coordination is required to establish the correct degree of slip. away from the down-going wing to prevent the glider from slipping off the intended track. in a crosswind situation. but in which the flight path can move either left or right (in a nil wind situation). while allowing the glider’s longitudinal axis to remain aligned. or turning) is a deliberate uncoordinated condition used mainly to lose excess height or correct for wind drift on final approach. its tendency to yaw is either reduced or prevented by rudder inputs. note that the ASI will not provide an accurate reading because of the angle of the pitot tube to the relative airflow and because the nose of the glider will be slightly higher than normal. The amount of bank and rudder required will depend on either how quickly you want to move laterally or how strong the crosswind is. unlike a forward slip. the glider will slip off the flight path towards the low wing. if the nose is pointed down the intended flight path. level the wings with aileron and adjust the pitch attitude with the elevator to maintain the desired airspeed. Side Slip (longitudinal axis is aligned with flight path). forward. A side slip. the manoeuvre itself is carried out by deliberate use of the controls to produce uncoordinated flight. level the wings with aileron and take off the rudder at a rate that will ensure that the longitudinal axis does not change. Forward Slip (longitudinal axis is not aligned with flight path). it will produce a very high rate of descent. Conversely. the elevator is used to maintain the desired airspeed. FORWARD SLIP SIDE SLIP Figure 6-6-3 The Forward Slip and the Side Slip 6-6-5 . 24. Slipping (side. the glider will continue to move along the desired flight path rather than moving laterally towards the low wing. is a manoeuvre during which the longitudinal axis remains approximately parallel to the original direction of flight. During slips. or can be prevented from moving sideways (during a crosswind situation). using rudder. Because the longitudinal axis is now at an angle to the intended flight path. 26. However. When used for landing. in this case. During the slip. with the runway for the landing. release the rudder to allow the glider to return to its original heading.

reverse the rudder so that the opposite rudder is being applied. Except in an emergency. roll the glider into the turn. Glider pitches up on recovery. Correction Applying rudder too soon may be dangerous. It differs from a forward or side slip in that the glider continues to turn while losing altitude. increased bank will be required to achieve the required rate of turn or a specific roll-out point. Figure 6-6-5 Common Faults in Slipping 6-6-6 . This can lead to spin. Altitude Restrictions. To enter from a straight glide. delay application of opposite rudder. The slipping turn is used to lose height while turning. Slipping Turn. To enter from a co-ordinated turn.A-CR-CCP-242/PT-005 Figure 6-6-4 – Cockpit View of the Forward Slip (See also Figure 6-6-3) 27. To recover. release the rudder and adjust the pitch attitude to maintain the desired airspeed. The yaw or turn induced bank is partially prevented by the application of opposite rudder. despite full opposite rudder. forward slips must be recovered by 150 feet AGL to allow sufficient time and altitude to slow the rate of descent for a controlled round-out and landing. 29. Glider yaws toward lower wing. Push forward on control column. 30. level the wings. the glider can revert to co-ordinated flight by reversing the rudder and adjusting the bank angle. A slipping turn can be started from a straight glide or from a co-ordinated turn. Reduce angle of bank. COMMON FAULTS IN SLIPPING The following is applicable: Fault Not enough bank on entry. In either case. 28. Apply more aileron. and blend in opposite rudder to slow the rate of the yaw or turn. Anytime during the slipping turn.

3-4-7. 4-1-29. 3B-13.2-6-2.2-3-1 .vehicle . 2-7-6. 3B-1.1-2-1.2-5-8.pgs .positioning of gliders .1-1-2 aircraft assembly .ground abort . 6-4-7 base leg . 5-3-3.2-2-2 to 2-2-6 airworthiness .launch equipment . 1-7-1. 2-1-5.personnel . 3-3-21. 6-4-5 Air Cadet League of Canada (ACL) . 4-1-8 to 13.pgs . 5-4-3.2-6-2 . 2-5-3.pgs .2-6-2.1-4-1 at the controls .pgs .2-5-8 . 5-3-4 . 1-7-2. 2-7-3.pgs .take off and climb . 3-1-1 air demos .1-3-7. 1-4-5 benzodiazepine .pgs .2-7-1. 2E-1.launch personnel .procedures .pgs .descent .pgs . 3-3-1.pgs . 1A-10.pgs . 1-3-1.pgs .pgs .1-4-2 advanced flight safety course . 2-5-4. 6-3-14 .splice . 5-3-2.1-5-2. 1-7-1.pgs 1-1-1. 1-4-7.pgs .pgs .pgs .pgs . 1-5-2 accutane .pgs . 6-4-6 ASA .pgs .pgs .2-1-5 aircraft operating instructions . 3B-1 (also see DOAM) A-GA-135-001/AA-001 .pgs . 2-6-4. 3-4-4. 2-7-4 ballast .1-1-1.pgs . 3B-1. 3-3-57. 1-1-2. 4A-1.emergencies .1A-8.pgs . 1-3-11 .1-4-1 approach speed .pgs .pgs .pgs . 3-4-25 altitude restrictions .2-6-1 to 2-6-5 .rope .1-4-1 acne .pgs .1-5-1.1-4-1 ACGP SET . 3-4-14.pgs .2-4-1 to 2-4-8 .pgs .2-6-5 .1-1-1. 2-6-1 axes of the aircraft . 5A-15 air sickness .2-1-4.1-3-10 .pgs . 3-4-3 aerodynamic braking . 4-1-17. 2-6-4 all out .1-1-2.pgs .pgs . 4B-1. 6-4-3.2-4-1 . 3B-3.3-4-1.pgs .pgs .2-6-4 . 6-6-3 air time .2-2-9.2-2-9. 2-5-2.2-6-2 .1-2-1.pgs . 3-3-59. 4-1-31.2-4-7 .2-4-3.5-2-1 to 5-2-3 auto launch procedures .general notes .pgs .2-7-1 .pgs .4-1-25.pgs .1-2-1 aiming point .loop .1-4-1 antidepressants .pgs . 2-4-8. 5-3-2.2-5-3.signals . 3-4-5.pgs .pgs . 4A-3.pgs .2-3-2 . 4-1-1. 4A-1 altimeter setting . 1A-10.pgs .pgs .launch speeds . 2-5-4. 6-4-4.pgs .1-4-6 auto launch conversion course .2-2-7. 2-6-3.1-1-1. 2-2-7. 1-7-2 basic glider pilot . 6-1-2.speeds .2-4-4.cross-country procedures .2-4-1 . 3-4-6 alternate landing areas .2-4-7. 2-2-5. 3-4-3. 1-5-1.1-1-1.pgs . 3-4-2. 4A-2.weak link .3-3-22.pgs . 4B-1 A ab-initio training .pgs .pgs .observer .1-5-1 air law . 1-4-2. 4-1-33 A-GA-135-001/AA-002 .1-1-1.instructor .pgs .1-2-1 adverse yaw .pgs .3B-7. 4B-1.1 of 10 . 4B-17 2 Cdn Air Div . 2-4-6.pgs . 6-2-1 balloon .6-3-5 aerobatics . 3-3-6. 4B-16. 6-5-2 aspirin .1-1-2.common faults . 1-3-10 .1-5-2 air tow . 3-3-2 airfield operation criteria .pgs . 3-3-14. 3-3-22.pgs .driver .pgs 1-1-1. 1-3-10 . 2-2-4.pgs .1-4-1 antihistamines .pgs .2-4-1 . 5-4-2. 1-6-2.6-6-6 AME .pgs .2-4-8 .pgs .release procedure .pgs . 2B-1.pgs .pgs .1-4-1 analgesia .climb control signal .pgs . 4-1-31.2-6-2 . 4-1-12.pgs .pgs . 6-4-4.slack rope procedure .pgs .pgs . 1-1-2. 4-1-24 abnormal occurrence .pgs . 4-1-31.2-3-1 air traffic control procedures .pgs . 3B-17. 5-3-3. 5B-1 aches . 3B-1. 4B-3.pgs .pgs .pgs . 6-4-2. 3-4-4 alcohol .3-4-20. 3-3-27.pgs .2-4-4 .2-1-1.pgs . 4B-12 ASCOT check . 3-4-31 Aldis lamp .6-4-3 basic flight safety course . 3-3-25 to 28. 1-6-1.pgs .2-6-2. 5A-2 Air Cadets .pgs .pgs . 6-3-1 B back release .pgs .pgs .pgs . 6-3-15 . 1A-1.2-6-3 .2-3-1 . 1-2-2. 2-1-8. 40.pgs .pgs . 3-4-3. 4-1-10. 6-1-2 airfield layout .pgs .slips .2-2-9. 1-7-2.A-CR-CCP-242/PT-005 1 Cdn Air Div . 2-5-1.6-3-2 AF TRG . 3-3-54.2-3-1 .crew . 1-5-1.pgs . 6-4-2.pgs .1-4-2 acetaminophen/methocarbamol .pgs anabolic steroids .rope .1-4-1. 6-4-3 to 6 base leg modifications . 2-8-1 . 1-3-1. 3-3-39.2-6-2 . 3-1-2.pgs .2-4-4. 4-1-28.2-3-1.1-5-1.1-4-1 ASCC .pgs .1-4-1 Index . 4-1-21. 2-10-2. 3-2-1. 3-4-7.pgs . 3B-1.2-6-3 .weak link .positions .launch signals .1-4-1 anti-motion sickness drugs .

3-4-29.1-4-2 .2-7-1 cable retrieve driver . 6-5-1 bupropion . 1-5-2.4-1-12.6-3-14 cease training . 5-4-1 clothing .3B-7.pgs 3-1-5.1-3-9.2-2-13. 1A-9.6-2-2 closed book examination . 5-3-3. 2-4-8 . 4-2-2. 1-3-2.pgs . 1-3-5.2-7-7. 4B-13. 3-4-4.1-5-1. 3-1-1.2 of 10 .pgs .1-4-1.layout . 1-4-2 Canadian Aviation Regulations (CAR) .pgs .02 . 5A-3.pgs .3-1-3. 3-4-3 cetirizine .1A-9.winch/auto . 6-4-3.pgs . 2-1-1. 5-1-4.1A-7. 5A-7. 2-5-2.pgs .2-7-5.pgs . 4B-6.pgs .1-1-1. 4-1-11. 3-4-3. 2-5-2 .pgs 1-4-8 CAR 401.2-2-9 .1-4-1 Bonamine .pgs .1-4-1 center of gravity hook .2-1-4.pgs .1A-4. 5-1-2.inspection .3-3-1 codeine .installation .2-8-1 cable .1-3-7.pgs . 3B-6. 2-2-6 crash response equipment .pgs .pgs .1-3-9.08 .pgs .pgs .3-1-4.pgs .2-9-3.pgs .2-5-8 communication equipment / procedures . 4-1-34 CAR 401. 6-3-1.2-1-4.2-7-1. 3B-3. 1A-5.2-4-2.3-1-2 buffeting . 2-5-4. 2-1-5. 2B-1 Certificate of Airworthiness .splicing . 5A-7 crab .pgs .pgs . 6-3-13 briefing solo flights .pgs . 2-2-1. 3-3-22. 4B-8.pgs . 1-4-2. 1A-10 CATO 13-22.pgs .pgs .pgs .pgs . 3-1-5. 6-3-9.6-4-5 crosswind chart .3-4-7. 4B-17.pgs .pgs 1-4-1 CAR 602.pgs . 3-4-33.planning. .pgs .ferry flights .pgs .1-3-9 calculating auto tow launch speeds . 3-3-18.6-3-14 cough suppressants .1-4-7 .2-3-2 cable break emergencies .pgs . 3-4-35.pgs .pgs .1-4-1 civil aviation medical examiner (see CAME) civilian instructors .3-1-1 54-26 . 4B-7.pgs .1-4-9 control surfaces . 2-5-4. 5-3-1. 2-8-1 Index . 1-4-1.1-4-2 crediting of time . 4-1-2. 3-4-20. 5A-6 crew rest .05 .1-4-9 crosswind approaches .pgs . 1-7-1.pgs 1-4-1 CAS .5-1-2 conversion to type .pgs .retrieving . 4A-2 Champix . 1-4-8.pgs . 4-1-32.pgs . 2G-2.06 .pgs . 2-8-1 Cipralex . 1-1-2.1-4-4. 5A-17 course reports .pgs .pgs .1-4-1 circuit.2-2-6 cockpit procedures . 5A-7 Celexa . 2-9-3.pgs .6-4-2 citalopram . 2-2-1.1-4-2 crew resource management . 5-3-5 CAR 404.pgs . 6-4-5 crosswind limitations .2-2-6. 1-5-1.pgs . .pgs .3-4-2. 2-4-6.3B-7 causes of a swing . 6-4-6 crash rescue .towing requirements . 2-6-3 clemastine .pgs .pgs . 5A-7 51-01 .pilot currency . 1-4-4.pgs .1-4-3.pgs . 2-5-3.pgs . 4B-3 . 5A-12.pgs .1-2-1.A-CR-CCP-242/PT-005 blood donations .2-5-7.2-5-2.pgs 1-4-1 CAR 602.1-3-1 civilian registered .pgs . 2-3-3. 3-3-18.4B-8.pgs .pgs . 1A-4. 2B-1.types .pgs .pgs .2-3-2 cable . 4-2-1. 4-1-10. 5-4-3.1-4-1 course failure .1-4-3 cross country air tow operations .1-4-1 bounce .1A-7 Creatinine .2-9-3 causes of slack rope .1-4-1 C C182 .pgs . 2-5-5.pgs . 2-3-2.pgs .2-2-6 confirmatory flight check . 2-6-5 clock-elevation system . 2-7-5 .18 .pgs . 5-1-1.pgs .1-4-1.pgs .1-4-1 CF Flight Surgeon .1-5-2 crew duty day . 2-2-2.pgs . 6-4-5.pgs .6-6-6 .03 . 1-3-3.pgs .pgs .pgs .pgs . 3-4-7.pgs . 4B-7. 6-4-7 boxing the wake .pgs . 4-1-1. .pgs . 6-4-4. 2-5-1.6-1-2.1-4-1 common faults .pgs .pgs .1-4-1 check pilot. 1A-9. 4-2-3.slips . 1-7-2. 5-3-1 canopy open in flight . 1-5-1.pgs .modification .1-4-1 climb control signal .pgs 1-5-2 CAR 401.pgs . 6-3-6 conversion courses .pgs .2-2-6. 4B-3.1-3-1 24-07 . .2-6-2 CAME .altimeter .pgs .1-4-2 23-07 . 6-4-8.1-4-3 cross region pilot currency .pgs . 3B-8.pgs . 3B-3. 3B-7.pgs . 6-1-3 close tow hitch .pgs . 1-4-3. 1-4-5.pgs .1-1-1 clear above and behind .2-2-7 . 3B-6.breaks . 2-2-3.1-3-2 corrective actions for slack rope . 5-2-1.pgs .1-3-1. 5-4-2 crosswind landing .pgs .

1-7-2.pgs .checks .pgs .pre-solo . 5-1-2.3-1-1 (also see AF Trg) double release failure . 4-1-24.1-5-1 forward slip . 6-6-6 forward slips in rain .1-6-1 famil (fam) pilot .pgs .1-4-1 evaluations .pgs . 5-2-3.pgs . 3B-5. 3-3-61. 3B-1.pgs .1-4-9. 2-2-1.2-7-1.pgs .1A-7.timing .pgs .1-4-1 duty day . 4-1-18. 3-2-1. 3B-4. 2-4-8.2-3-1 to 5.1-4-2 en route formation . 2-1-3 flight line tie down (hours) pgs .pgs .1-4-1 disciplinary reasons .2-10-4.3A-3 flying training syllabus . 2-3-4.pgs . 1-3-5 currency standards . 1-7-2. 2-10-1 emergency response procedures .3-1-4 fire extinguisher .pgs .1-7-1.pgs . 3-1-1 flight safety survey .pgs .glider . 5A-7 DNCO .pgs .pgs .modifications .pgs .pgs .2-7-2.pgs . 4-2-1. 1-2-1. 3-3-64.3B-7. 5-1-2.2-1-2 flight envelope .pgs . 4B-4 engine failure while towing . 1-3-8. 1-7-2.pgs . 1B-2.pgs . 2-5-2.administration .pgs .2F-1 flight in precipitation .pgs .pgs . 2-4-1 first aid kit .3 of 10 . 4A-2 flight synopsis .1-4-6 to 1-4-8 D Dacron Rope .1-3-7. 5-3-3.pgs .3-4-27 flight recording procedures . 3-1-2 emergency procedures . 6-2-1 D Cdts & JCR .1-6-1 deployed spoilers during air tow . 5-4-1 excessive slack .pgs . 6-6-2 Index .pgs .pgs . 5-4-2 downwind .(see currency standards) currency check .pgs .4-1-10.pgs .pgs .3B-4.pgs .1-3-6.1-4-2 escitalopram .pgs .1-4-1.1-4-3 first year instructor pilots .pgs .2-9-3.1-1-1.6-4-8 flight limitations .pgs . 3-2-1. 4-1-30. 5-1-1.6-3-10 formation flying . 2-9-1.1-3-7.1-1-2.pgs . 1A-1 flight surgeon . 5A-5 enabling objective .pgs . 4-1-21.pgs . 3B-6. 1-4-3.1-1-2 flying training evaluations .LCO . 5A-15 flying training areas .3-1-1. 1A-10.1-3-10.speed to fly .2-2-9. 2-3-2. 1B-1 examinations (exam) . 6-4-2 .2-2-6. 1-4-2.pgs .1-2-1 flight safety program .2-2-14 flight management .post solo .2-2-9. 6-6-5 forward slip recovery altitudes .pgs . 2-2-6.pgs .pgs . 3B-2. 1-7-1 daily inspections .pgs .pgs .pgs . 4B-8. 5A-5 flight controls . 5-3-1.1-1-2 flying syllabus .1-1-2 employment restrictions . 4-1-25 flight time .pgs .1-1-2 flight safety officer support . 1-7-2. 2H. 1-7-2 famil flights .pgs .pgs . 6-4-6.6-4-8 front seat famil pilot . 3-3-56 .pgs .6-6-1. 1-3-1.6-3-9 crosswind take-offs and landings . 5-4-3 F fall famil program .pgs .3A-1.pgs . 4-1-1.pgs . 1B-2 to 4. 3-4-7.2-4-7 DFS .pgs .3-2-1 flight test .3-1-4.pgs . 2-7-5 drugs .6-4-2 Dreamflyer . 1B-4. 4B-6.1-3-2.pgs .1-4-1 emergency landing areas(sites) .1-5-2 flight training devices .pgs .pgs .pgs .1-1-2. 1-2-1.pgs .2-2-6.2-9-1 ephedrine-containing compounds . 2-9-2 descent on air tow procedure .1-4-1 demonstration flights . 6-6-5 Dir AF Trg .pgs .pgs .1-3-7 fully developed spin . 5-6-5. 3-4-2. 2M DAEPM (TH) . 5-1-4. 5-4-3 flying test administration . 4-2-2 field training phase . 4B-8. 5-1-4.pgs drogue chute . 2-2-6 first aid qualification requirement .3-1-4. 3-1-4.pgs . 5-3-4.pgs .pgs .3A-2 formate on the tow aircraft . 1-7-1. currency .3-1-1 drifting . 2J. 5-2-1. 1-4-5. 5-3-6.pgs .pgs . 3B-5.2-2-9.pgs . 3-3-62.pgs . 2K.pgs .2-2-7.downwind landing .pgs .3-1-4. 3B-1. 3A-2. 3A-1. 1-1-2.pgs.pgs .A-CR-CCP-242/PT-005 crosswind takeoff . 3-4-34 dimenhydrinate .1-1-1. 2-7-1.pgs .pgs .pgs . 5-8-5 final flight test .pgs . 4-1-2. 3-3-37.1-7-1 flying training syllabus .1-4-9 flight checks .pgs .6-4-3 .2-1-1.glider .pgs .pgs .3-1-1 flying orders .1-4-2 E ephedrine . 5-7-4. 3-2-2.pgs .pgs . 6-3-9.4-1-1. 5A-6 DOAM .2-1-5.3B-7. 1-3-3. 1-4-4.2-4-6 extra dual flights . 4B-5. 4-2-1.pgs .1-5-1 enabling checks .pgs .pgs . 5-4-3. 4-2-3 final flight test .4B-4 flight operations . 6-4-2 . 5A-2 decongestants .3B-3.1-1-3. 4B-2. 4-2-1. 1-3-1. 3-1-3.

pgs 3A-5 .pgs .pgs . 6-4-4. 3-3-62.pgs .qualification standard .1-7-1 GPAS .4 of 10 .1-4-1 hypoglycaemia .progress monitoring .pgs .glider course -pgs .Student Activity Record Cards 5 & 6 .flying test administration . 6-4-6 glider dimensions and characteristics .4-1-29 .1-3-5 glider maintenance pilot .A-CR-CCP-242/PT-005 G GASP .pgs .pgs .pgs .1-4-1 height and weight limitations .course failure .2-2-11.2-2-1 H handing over aircraft control .3A-8 .3A-8 gravol . 3-4-6.removal from training .pgs .pgs .pgs .2-1-1 glider emergency procedures .2-2-11 ground school .pgs .unsatisfactory course progress .2-2-9.1-4-1 ground abort . 2-9-5.pgs .2-7-1 to 2-7-8 glider familiarization pilot (front seat) .Prog Card and Flight Test Report Card 8 .pgs .pgs .pgs .4-1-2 glider instructor pilot .1-4-1 I ideal circuit .4-1-4.performance requirements . 2-2-1 glider check pilot upgrade .pgs .pgs .pgs . glider .2-1-6 glider cannot release .pgs .3B-2 .progress book Card 1 .pgs .1-4-6 to 1-4-8 glider daily inspection .pgs .6-3-10 high wind hazard . 5A-15 hypnotics .3B-16 .additional instructional notes .2-2-9.2-7-4 glider check pilot .flying syllabus Card 2 .6-3-4.4-1-1 .2-9-2 .progress review board .6-2-1 ground loop phenomenon .pgs . 2A-1 glider flight envelope . 6-4-1 glider currency checks .1-1-2 gliding site flight safety surveys .3-1-1 high tow .pgs .pgs .1-3-5 glider circuit . 1-4-5.pgs .2-2-2 to 2-2-6 glider and tow aircraft cannot release .2-7-1 ground effect .pgs .1-3-5.2-2-11.pgs . 6-4-6 ground handling . 4-1-8.pgs .pgs .pgs .extra dual flights .4B-1 .phase 1 . 6-3-5 glide angle .pgs .pgs . 2-4-1 HPMA .1-3-6 glider instructor refresher training .2-1-7.academic training .critique .2F-1 glider ground movements .pgs .pgs .3A-1 .6-1-2 headache .pgs .3-1-1 glider release failure (winch or auto launch) .pgs .pgs .pgs .training duration .2B-1.4-1-1 .pgs .pgs .prevention .pgs .pgs .pgs .2-4-5. 4B-6 human factors in aviation .pgs .4-1-28 .pgs .proficiency level standards .1-7-2 gliding site inspection checklist .phase 2 .1-4-3 ground school lectures .main references . 3B-3 .2-2-12 to 2-2-14 glider trailering checklist .4-1-2 .pgs .3-3-20.pgs .supplemental assessment .pgs .pgs .prerequisites .1-4-8 glider instructor standards pilot .3A-7 .pgs .3-1-2 .Proficiency Level Standards Card 7 .4-1-21 to 26 .instructor allocation .pgs .3A-3 .pgs .marking card .4-1-29 ground school briefings .pgs . 6-4-4 hook-up person .pgs .3A-2 .4-1-2 .pgs .2-7-4 glider standards pilot upgrade .4B-2 .pgs .2-7-5 grading card .2-7-4 glider assembly .pgs .pgs .2-9-4 ground movements.pgs .1-3-7 glider final assembly checklist .pgs .3-1-3.pgs .4B-5 .2-10-2.1-3-5 glider tie down .pgs .pgs .1-3-6 glider performance curves .training plan . 3B-6. 1-7-1.4-1-27 .trip assessment .3B-2 .4-1-3 to 4-1-20 .4-1-1 to 4-1-34 .4-1-25 .4B-7 .glider instructor course .proficiency levels .1-4-3 gust condition .pgs .4B-2 .pgs .pgs 2-7-2 gentle turn .pgs .3-4-1.pgs .pgs .instructor allocation .pgs .pgs .overall flight rating definitions .pgs . 3-4-31.2C-1 gliding site commander . 2-7-6.3-4-1 to 3-4-45 ground school . 6-2-1 glider descent rate .2-2-11 glider instructor course .pgs .3-3-1.pgs . 6-4-7 glider airfield operation criteria .post solo syllabus Card 3 .pgs .prerequisites .pgs .pgs . 2-7-2.pgs .pgs .1-3-7 glider pilot course .2F-1 glider pilot (cross country) .4B-6 .4B-6 . 4-1-27 . 6-4-2 Index .3-1-1 to 3-4-35 .solo flights .1-3-7 glider familiarization pilot (rear seat) .4A-1 .pgs .pgs .pgs .4B-8 .pgs .pgs .pgs .pgs .pgs .pgs .pgs .4B-8 .pgs .pgs .

1-7-1. 3-4-7.2-7-5 launch site . 2-5-4. 4-1-17.pgs .1-1-1. 4B-9 instructional technique .3B-2.pgs .pgs .1-4-9. 1-1-2.pgs . 2-2-6 National Evaluation Team Leader . 2A-1.pgs . 3-1-2.pgs .pgs .1-1-1. 4B-4.pgs . 1-5-3.2-2-6 launching in a crosswind .1-1-1 interrupted checks .pgs . 1-5-2.1-1-1 national staff assistance visits . 3-2-1. 2-6-2 launch failure -above 500 feet .pgs .pgs .pgs .pgs .glider . 6-3-10 M maintenance test flights . 3B-4.pgs .pgs . 1A-4 participation by personnel . 5-1-2.pgs . 1-1-2.pgs . 2-7-3.glider .1-3-11.pgs .2-2-7.6-2-1 into-wind wing . 3-3-4. 2-10-4.pgs .3-1-4 O OAA .pgs .2-5-2 liability .pgs .pgs .pgs . 5A-2 instructor change record .6-4-4. 3-3-53.1-4-2 meclizine .1-4-2 L L19 crosswind limitations .1-4-1. 4-123.pgs . 1-4-2. 4-2-3.currency standards .4-2-2 launch crew . 5A-5 majority (def) .1-7-1 instructional ability . 4-1-28. 3A-4 overshooting . 5-4-2 open book examination . 4-1-21. 4-1-25.3B-4.glider . 3-3-1.pgs . 6-2-1 local SOPs . 2-10-1 logbook . 3B-5.pgs . 2A-1 major and minor errors .2-1-2 insured . 2-7-6.1-7-1 National Technical Authority (NTA) .2-7-3. 3-3-5.pgs .4-1-30 instrument lag . 4B-9 MOA . 3-3-27.pgs .6-4-8 Imovane . 4-2-1.1-3-3.pgs .1-3-10.2-2-11.2-7-5 . 5-4-1 operational control .pgs . 1A-10. 1-7-1. 6-4-6 launch altitude limitations . 1A-3.pgs . 2-10-2. 1-3-1. 1-4-8. 2-8-1.pgs .1-5-1 modifications for strong winds .pgs . 2-7-6.pgs . 2-6-1 to 4 off-field landing procedure . 4-1-30.6-3-4 instruments .4-2-3 . 3-4-27.2-1-5. 2-7-4.2-4-4. 2-2-6. 4B-9 instructor allocation .1-3-3. 2-5-3. 4-1-12. 4A-5 misaligned approach . 1B-5. 1A-8.pgs .1-1-1 operational limitations .pgs . 1-7-2. 6-4-6 initial cockpit fitting .pgs . 4A-1. 5-2-2.pgs . 2-2-1. 1-3-1 light precipitation .pgs .pgs . 2-4-8. 5-4-3 initial point . 3-3-6.pgs 1-3-1 Index .ground school instruction phase .pgs . 4B-5. 4B-1.pgs .1-4-6.1-1-1. 4B-4.2-2-11. 5-1-4. 3A-4.3-1-1 maximum instructional hours per day .glider .pgs .1-1-1.pgs .pgs .6-4-3 modified circuit . 3-4-5 Ops Restriction .6-5-2 N National Cadet Air Operations Officer (NCA Ops O) .pgs .1-4-1 mushing sensation .pgs .2-1-1 maximum height and weight .pgs .1-7-2.2-2-6 launch control officer (LCO) . 4-1-33.6-4-4 mission outline . 4-2-2.pgs . 2-2-6 observer . 5A-4 over the counter drugs (OTC) . 3-347. 2-2-6 launch vehicle . 4B-2.1-1-1. 6-4-5.pgs .pgs . 3-1-2.pgs . 1-4-8.6-3-8.pgs .1-1-1. 4-1-27. 5-3-3.4-1-2. 4A-4.1-4-1 incipient spin .1-5-2 low tow .2-8-1 landing .1-4-3.field training phase .2-5-7 legal custody .pgs .2-7-3 .A-CR-CCP-242/PT-005 illusions of drift . 4-1-5. 1-4-4. 4-1-3. 1-3-3. 4B-4. 4-1-12. 4B-5. 5A-3 manoeuvring speed .pgs .1-1-2.3A-5 instructor development .pgs .1-1-1. 3-1-1. 1B-1 national inspections and evaluations . 1-7-2. 1B-5. 4B-4. 6-4-6 isotretinoin .1-3-2.2-2-1 limited pre-flight inspection .pgs . 2-4-1.4-2-1 to 4-2-4 .pgs . 4-1-24. 1-1-2.1-3-8. 2-9-2. 4-1-13. 5-3-1.pgs .pgs .1-4-1 minor physical assistance . 4-2-2. 1B-4. 2-5-3. 5-3-4 moisture on the wing . 1-5-1 lexan .pgs .6-6-1 increase gliding distance .pgs .pgs .pgs .2-7-3 .1-4-6.5-1-3 overall flight rating (OFR) .2-1-4 muscle relaxants .pgs . 1B-4.between 200 and 500 feet .pgs . 2-5-1.winch/auto at or below 400 .1-4-8.pgs .pgs . 4-1-1 launch control officer course .pgs . 3B-5.at or below 200 feet . 1-4-3.pgs .pgs . 1-5-1. 4B-4.winch/auto above 400 . 3B-10.1-4-5 launch cables . 1-3-6.pgs .5 of 10 .1-4-6. 1A-10.pgs .3B-4.pgs .pgs . 2-2-11 non-syllabus flights . 1-7-1. 3-3-49.4-2-4 .pgs . 4-1-8. 6-4-5 P parking .pgs .6-4-2 inspections .pgs .1-4-1 meprobamate . 5-3-3.winch .1A-5. 2-4-8. logging of time .pgs . 2-7-7 .

1-6-2.2-2-6 radio-telephone operator's certificate .1-4-1 senior cadet . 4A-1 sample TC exam .pgs . 6-1-1 pre-flight inspection . 4-1-29. 2-1-8. 2E-1 removal from open air trailer .2-4-2 . 2-6-3 signaller . 1-7-2 release for flight . 4-1-28.1-1-1 rest .1-1-2.3-3-32. 5-1-4 pitot tube .2-2-1.pgs .pgs .Glider Pilots (all) . 2-6-2.2M round out . 1-4-5.1-3-9 . 1-1-2.pgs .pgs .2-1-9.pgs . 1-4-4.2-1-1.pgs . 2-5-5.1-4-8 regional gliding site . 3A-2 4-1-26. 5A-5 prop wash .pgs .Upgrading . 6-4-2. 3-1-4 ring assembly . 5-3-2. 3-3-4. 1-4-9.pgs . 4B-16. 1-3-3. 1-7-1. 4-1-25. 3B-4.Tow Aircraft Pilots (all) .pgs .pgs .1-3-1.1-4-1 private pilot conversion (see power pilot conversion) proficiency flight . 6-3-6.2-7-2. 4-1-3.pgs .pgs .pgs .2-7-2 remarks column .2-2-6. 3-3-70.pgs . 4-1-20. 4-1-27.pgs . 1A-10. 4-1-1.pgs .4B-2. 4B-10 reactine . 6-3-5 S safety altitude .1-6-1 sertaline . 4-1-1.2-2-11. 2-1-7.2-2-6 pilot information file (PIF) .pgs .1-4-1 Scout crosswind limitations .pgs . 4-1-19.pgs .1-3-2.pgs . 6-5-1 prerequisites .2-1-2.1-4-2 restoril . 2-6-3 Robaxacet . 6-3-11.6-3-13 provincial committees of the ACL .pgs .pgs . 1B-3. 1A-10. 3-3-73. 4-1-28.1-5-1. 4B-5.2-1-4.2-2-7.pgs .pgs . 4A-1. 3-4-12. 1-4-5 refractive error .pgs . 3-4-7.1-1-3.2-2-6. 2-6-2.1-1-3.3-2-1. 6-3-10.pgs .1-1-1 progress book .pgs . 1-1-3. 3A-2. 6-1-3 pilot training record (PTR) . 2-7-1. 2-4-1 Index .pgs . 3-3-66. 2B-1. 4-2-4. 2-2-7.pgs .2-6-3 . 4-2-2.pgs .pgs . 3-3-79.pgs . 6-4-2 physiological restrictions .1-4-1 serviceability . 3A-1. 4-1-29.1-1-1.1A-7.2-1-3. 4-2-3. 1-3-7. 6-3-5 secure on air tow .pgs . 4-1-23 proficiency level definitions .2-1-6 rescue knife .2-5-3.3-4-2 Schweizer Protection Method . 3-4-4 precipitation . 6-3-1. 4-1-21.1-4-1 poor weather .4-1-21. 6-2-1.3-1-3.pgs .2-5-4 sedatives .pgs . 4B-5. 1A-10.Launch Control Officer .pgs .pgs .pgs .1-3-2 to 1-3-4 . 1-5-2 removable ballast . 2-5-3. 2C-1. 3-4-35 random air lesson . 6-3-5.1-5-3.1A-9. 6-4-1 ropes and weak links . 2-6-2. 3-3-79.2-2-11.1-5-1 release hook check . 5-1-2 PDM .pgs .pgs . 5-3-1. 1-3-2 to 11.pgs . 1-3-3.4-1-30.A-CR-CCP-242/PT-005 pass mark .pgs .1-3-10 to 1-3-11 .2-2-13 practical ground school lesson .pgs . 6-6-5 placards .Winch Launch Personnel (all) . 5-4-2.pgs .1-4-4.pgs . 3B-2. 3A-4. 4-1-2. 3-4-1. 4-1-32 progress monitoring .pgs .pgs .1-4-9. 6-6-3 safety limits .3B-4.3A-1 portable tail stands .on auto launch . 4-1-24. 2-8-1 secondary effects of controls .pgs .1-1-1. 3-4-2 side-effects . 5-4-1. 2-3-1. 2-7-4. 6-4-4.on winch .1A-8. 5A-2 prescription drugs .instructor course pgs . 4-2-2. 6-4-5. 4-1-28.pgs . 4-1-26. 4-1-32 pre-flight brief .2-2-1. 5-1-1. 4-1-2.pgs .pgs . 1-5-1 power pilot conversion .pgs . 1-4-7. 1-4-8. 4-1-4.6-4-8 refresher syllabus . 4-1-24.pgs .pgs .pgs . 2-2-8 release signal .pgs .4-1-25.pgs .pgs .1-5-1 SET .2-1-4.pgs . 1B-2. 3B-5. 5A-5 program overview .pgs . 4-1-1.pgs .pgs . 2-10-4.2-2-13 personal flotation device . 1-4-4. 6-3-2.pgs . 2-4-1.1-3-2.1-4-3.pgs . 3-1-1.pgs .pgs .pgs .pgs .pgs .3-4-33.pgs . 4-1-22. 1B-1.pgs .1-3-1 R radios .1-4-1 sideslip . 1-3-1. 4-2-1.pgs .1-4-1 Restricted Tow Pilot .1-3-4 to 1-3-8 . 3-3-76. 1-4-3.1-4-1 rear seat glider famil training . 5-6-5 review flights (gliding course) . 6-6-5 signal bat .pgs . 2-6-4. 1-6-2 Q Qualifications .pgs . 3-3-16.1-4-3. 6-4-8. 2-3-3.2-3-1 rope rejection guidelines . 2-1-8. 1-5-1. 4B-10. 3-4-3.pgs . 2-2-6 responsibilities and relationships .6 of 10 . 4-1-33 penetration approaches . 2-4-8. 6-6-6 rudder pedals . 4B-4. 6-3-12. 2-5-6 safety factor .2N scopolamine .1-4-1 roll out .pgs .5-1-3.pgs .1-3-8 . 3A-1. 3-4-20. 2-5-4. 2-1-5. 6-4-6 permanent tie downs .5-3-1 to 5-3-6 public relations flights . 1-4-8.Auto Launch .

2-3-2 to 5. 3A-5 student preparation .pgs . 3-3-41.pgs . 4-1-15. 2-9-3 swivel . 2-4-6.2-3-1 total instructional periods .pgs .1-3-2 .1-3-5 .3-1-2.2-5-5 TOST rings . 4B-13.anchors .2-2-12. 6-6-1 spiral dive .1-1-1.2-2-13 timing of final flight test (glider course) .pgs .pgs . 3A-5 student solo flights .6-1-1 student sickness . 2-1-4.pgs . 4B-6.2-4-2. 1-4-5 steroids . 4-1-5.pgs .pgs . 5A-4 skid.pgs . 3-3-33. 5-4-3.pgs .exam rewrite . 4-1-15.pgs .pgs .1-1-1 situational awareness . 3-3-61.3-4-1 Index . 4-1-12. 4-1-19.2-1-9.pgs . 3B-6 .5-6-1 to 6.pgs .1-1-1 soaring pilot conversion course .2-2-12 .pgs . 5-1-3.pgs .pgs .pgs . 5-1-3. 5-7-1 to 5 supplemental assessment . 3-3-36. 2J. 5A-7 supplementary standards .pgs .1-4-6 to 1-4-8 .pgs .1-4-1 temazepam .1-1-1 standards pilot .1-4-1 Transport Canada .2-1-5 slipping turn .6-4-5 structural confirmation . 1-7-2 St John's Wort .6-5-2 SIRP . 1-7-1 .recovery .pgs .checklist . 5-2-1. 2-5-1 take-off . 3-3-39.1-3-8. 2M spins . 2L. 2-9-1.3-1-4. 2-2-6 swing .pgs .pgs .glider .pgs . glider . 1-6-1. 6-4-8.temporary .pgs . 2-3-4 symptoms of a stall .1-3-1. 5-3-6. 5-4-2.3-3-25.pgs . 4-1-12.theory .3-1-1 T tail person .pgs . 6-6-2 skin patches .pgs .pgs .pgs .pgs .pgs .pgs . 3A-2. 3-4-2. 3-3-61. 6-2-1 skid. 4-1-15.1-1-3 . 4-1-24.2-9-2. 4-1-17.7 of 10 .pgs . 3B-4.6-3-15 solo flight in tow aircraft . 4-1-10. 3-3-39. 2-4-7.1-7-1.audit .3B-7 .instructor rating .3A-1.1-4-2 St. 2-7-1.pgs .1-4-1 smoking cessation aids .pgs .3-3-5. 3-3-37. 3-4-7.2-2-13 terminology .pgs .pgs . 1-5-1. 4-1-22.control . 6-3-14 slips(slipping) . 3-3-36.pgs . 3-3-70 Superdog . 4-1-19. 6-3-5.2-8-3 Spectra Rope .pgs . 2-7-4.pgs . 6-3-7. 2-6-2 take off positions .pgs .pgs . 5-3-6. 5A-14 simulated engine failure .-4-5.1-5-1 surveys .1-3-8.3-3-13.clearance . 4-1-24. 2-1-1 standardized national student pilot progress book pgs .2-1-4.pgs . in flight .pgs .entry .pgs .5-4-1 to 5-4-3 soft release .pgs . 2-2-7 .3-3-67.3B-3 thermals .pgs .1-1-1.pgs .3-3-32 slipping above manoeuvring speed . 3-1-3.pgs .1-1-1 structural inspection and repair program (see SIRP) student activity record .1-3-3.pgs .1-4-1 strapping in .6-2-1 strong wind down the runway .1-4-3 technical .pgs .1-4-1 snag recovery .pgs .2-4-4.pgs .6-5-1 systemic steroids . 6-3-4. 4-1-5. 3-3-32.2D-1 . 1-3-2.1-4-3 stall characteristics . 3-3-59. 3B-12. 1-3-5.pgs .2-1-5 spring famil program .pgs . 6-6-6 sloppy controls .pgs .pgs . 6-5-1 standard operating procedures . 2-2-13 .1A-7.2-1-4 . 4B-4. 5-5-3.1-4-4. 6-5-2 . 2-1-5 .pgs . 1-4-4.6-5-3 . John's emergency first aid . 3-3-59. 2-2-7.flight instructor rating (gliders) .Class III .pgs . 2-1-4.exam . 6-3-9 take-off hand signals .6-3-8 take up slack . 1-6-1.2-5-3. 6-3-12. 3A-7.pgs -1-5-2 tent peg .pgs .pgs .1-4-1 slack rope .3B-4 .pgs .procedures .pgs . 5-5-5. 2-5-6. 4-1-4.2-2-13 . 3-2-1.pgs .3A-1 standards and evaluation team . 5-3-2. 3B-8. 3-3-34. 4-1-4.glider pilot exam . 6-3-7 tavist . 5-5-3 sinking sensation . 1A-3.1-4-5.pgs .2-1-5. 3A-8.2-3-2.pgs .A-CR-CCP-242/PT-005 simulated rope break . 3-4-33.6-5-1.2-1-5 tie down .6-5-1 slow flight . 3-3-12.pgs .pgs .1-1-1.pgs .1-4-2. 3B-13.pgs .3-1-4 too fast signal .pgs . 1-5-1.pgs . 4-1-17.1-1-2. 6-6-1 spiralling in thermals .currency standards . 2H. 4-1-32. 2B-1.AIM .pgs .2-5-4. 5-1-3. 3B-10.pgs .licences . 4-1-13.1-4-1 synthetic flight training devices .6-2-2. 5A-3.pgs .pgs .pgs .pgs . 4-1-8.recovery altitudes . 2-7-2. 6-6-1.6-5-1 .speeds .pgs . 6-5-3 .pgs . 5-1-5 smoking . 4-1-13.pgs . 1-7-2 survival equipment . 3-4-2 . 5-2-2. 4-1-19. 1-2-1.2-2-9 .pgs .pgs . 1-4-7.pgs .3B-6.2-1-1.rope .pgs .recognition . 5-4-2.

2-4-1 .maintenance pilot .2-8-2 .5-1-5 . 3B-6.2-1-1.pgs .2-3-2 . 2-3-4.pgs .conversion course .engine failure . 6-3-14 weather limitations .launch operator . 6-3-5.pgs .pgs .pgs .2-1-4 V valerian .launch procedures .pgs .8 of 10 .2-9-1 .2-2-11 tow emergency procedures .2-9-1 .pgs .pgs .pgs .pgs . 2-7-4.2-5-2 .4B-6.ground abort .2-8-1 .pgs .pgs .A-CR-CCP-242/PT-005 touchdown . 2D-2.2-8-1 to 2-8-4 .operations .pgs .pgs .2-5-6 .1-4-2 varenicline .pgs .pgs . 6-3-2 .pgs .system .pgs .pgs .6-6-3 volunteer .pgs .pgs .pgs .safety latitude . 2-3-1.pgs .pgs .6-4-6 touchdown point . 2-2-9.2-5-3 Index .pgs .pgs .pgs .2-8-1 .pgs .flight test . 2-5-2.pgs .pgs .pgs .1-3-2 .5-1-1 to 5-1-6 .6-3-12 two gliders in tow .2-9-2 tow bar .1-4-1 vertigo . 4B-7.1-4-2 unserviceable equipment . 2-2-6 tow patterns .currency standards .6-4-5 wellbutrin .pgs .2-7-2. 5-6-5 .pgs .2-2-5.pgs . 1-5-2 upwind wing .pgs .after release .2-2-1 weathercock .pgs .2-10-1 tylenol .1-3-2 .pgs .upset .pgs .2-9-1 .lever .pgs . 1-3-2. 6-4-5 weight and balance calculations .pgs .2-8-1 .2-9-1 tow line weak link .pgs .pgs .2-5-8 .launch instructor .pgs .2-5-3 .solo flight in tow aircraft . 2D-3.pgs .2-5-7 .2-9-2 .pgs .cable breaks .cable .1-1-2 ultimate load factor .2-9-3.1-3-1 waiving of missions .pgs .6-3-15 .pgs . 1-4-8.flight test report .emergency procedures .pgs .pgs .pgs .pgs .1-3-10 . 6-4-2 tow aircraft operations .2-5-3 .pgs .pgs .glider .2E-1 weight and balance placards .1-1-2 tow pilot .poor climb performance .pgs .pgs .pgs .6-4-1 trim .release procedures .pgs .pgs .5-1-4.6-4-4 unsatisfactory course progress .pgs .2-9-2 .6-3-12 tow positions .pgs .1-1-3.pgs .pgs .6-3-2. 6-3-9 use of placards . 6-3-10 tow rings .2-5-1 to 2-5-10 .6-2-1.2-1-2 .1-5-5 .2-6-1 traffic patterns .check pilot .1-3-9 .1-4-6 .5-1-4 walk around .pgs .2-3-1 tow speeds .position of launch crew .pgs .crosswind .pgs .pgs .signals and devices .2-4-4. 6-3-15 .2-1-4.inspections .conversion course .pgs .6-3-4 undershooting . 6-3-4 .landing procedures .pgs . 3A-9 W waivers . 3-4-2.2-5-1 .5-1-1 .pgs .signaller .1-3-9.2-9-1 .common faults . 5A-6 upgrade .3-1-3.1-3-3 .6-6-5 turns on air tow .1-3-1 VON .launch personnel .tie down .cable retrieve driver . 5-2-3 .error in a turn .pgs . 1-3-1.pgs .pgs .pgs .conversion course . 2E-1 wheel brake .pgs .2-9-1.pgs .2-2-6. 6-2-1 weak link .1-4-1 U UFSO .pgs .pgs .3B-4.ground abort . 2-9-3.progress card .pgs .release failure .pgs .waiving of missions . 5A-6. 5-1-5 .6-3-15 turn entry .2-3-1 tow ropes .pgs .pgs .Restricted Qualification .pgs . 4B-6 unsuitable environmental conditions .2-8-3 .2-4-4 tow vehicle . 5A-7 unscheduled crew rest .5-1-4 tow position .pgs .5-2-1 to 5-2-3 .standards pilot .pgs .setting .ground loops .pgs .2-5-1 .pgs .1-4-1 winch launch procedures .pgs .2D-1.2-2-12 .pgs .glider .pgs .5-1-3.pgs .3B-5.1-4-4. 2-1-3 uncoordinated flight .pgs . 3B-6 Triple-A T check .6-3-5 turning slip .pgs .pgs .2-7-5 . 4-1-2.crosswind limitations .2-2-7.pgs .daily inspection .premature release .6-3-2 trip assessment .

take off and climb .2-3-3 . 2G-2 wind gusts .winch movement .6-3-9 wing low method .2-3-1. zyban .pgs .6-3-9 wing person .2-5-1.2-2-1 windsock .pgs .pgs .6-3-5 Z zoloft.A-CR-CCP-242/PT-005 .pgs .pgs .pgs .pgs . 2-5-6 . zopiclone.2-5-1 .pgs . 2G-2 .top of climb .winch logbook .pgs .1-4-1 Index .pgs .2-5-4.pgs .2-4-2 winter maintenance .1-4-3.pgs .weak link .swivel .1-1-1. 1-4-7 written examinations .9 of 10 . 2 and 4.pgs .2-4-1.pgs .2-5-7 .pgs . 6-3-9 wings level . 1-4-4 Y yaw string .

A-CR-CCP-242/PT-005 (This page intentionally left blank) Index .10 of 10 .