Also check out Minden, NV.

I soloed in gliders before going on to the power license, and it was great
training. The reason it takes more than a couple of days is that you don't
do T&G in a glider: You do a formation flight, boxing the wake; then you
do a precision forced landing. Then you wait on the ground until you can
hook up to the tow plane again and repeat. If you're lucky you could get in
three or four landings a day on a busy weekend. You might get in six or
eight on a quiet weekday with good weather. Best bet is to take this
seriously: knock off work for a week and park an RV at the airport.

The 10-flight mininum is, like most minimums, a crock. You may make a couple
of dozen flights before you're ready to face an examiner.

Seth



"BTIZ" wrote in message
news:cfJOf.746$ld2.194@fed1read11...

"RST Engineering"
no you don't need to know a skew-T diagram for
private, and marginally for commercial. For CFI, probably. 36 hour
progs? Certainly you jest.

I do believe that these questions are on the private glider written exam
and can be reviewed by the DPE during the oral portion if he so desires.
For the benefit of the non soaring types, a review of Area I Task B of the
Private PTS:
-Exhibits knowledge of the elements related to weather information from
various sources with emphasis on, use of weather reports, charts and
forecasts, significant weather prognostics.
-Exhibits knowledge of the relationship of the following factors on the
lifting process, pressure and temperature lapse rates, atmospheric
instability, thermal index and thermal production, cloud formation and
identification, frontal weather and other lifting sources.

Looks like a lot of stuff in there can be gleaned from a Skew-T and Prog
charts.... mmmm
Ever go to a check ride without a good soaring forecast?

BT