Glider rating near Sacramento

There is no 61.62 in my book maybe you mean 61.63(b)?
Requirements needed for the "additional glider rating" to meet 61.63 are
listed in
61.109(f)(2) and 61.107(b)(6).

Yes it says you only need 3 hours and 10 solo flights for the private level.
And many people who do the one week course may find they needed more hours
but it is still can be accomplished in a week.
BT

"Bob Moore" wrote in message
. 122...
"Robert M. Gary" wrote

I'm thinking about getting a glider rating for my BFR this summer. I
talked with one place in Truckee but was told it would take an entire
week to do.
Are there any places to do this that specalize in BFRs such that you
can fly much more per day in order to be done in a few intense days? I
just can't justify being away for an entire week for a BFR.
-Robert

I'm thinking about getting an additional rating (glider) under
61.62 in lieu of a Flight Review under 61.65..........

Are there any flight schools that specialize in intensive glider
training, I just can't justify being away for an entire week for
an additional rating.


First....no such thing as a 'BFR' and then you misuse 'BFR' to
mean 'Rating' twice. I have no idea about how long a 'BFR' would
require, but a Flight Review can be done in a single afternoon.

Bob Moore

sorry, I meant to add that there are schools for the "one week add on",
there are two near Phoenix that specialize. www.ssa.org and clink on Where
to Fly
BT

"Bob Moore" wrote in message
. 122...
"Robert M. Gary" wrote

I'm thinking about getting a glider rating for my BFR this summer. I
talked with one place in Truckee but was told it would take an entire
week to do.
Are there any places to do this that specalize in BFRs such that you
can fly much more per day in order to be done in a few intense days? I
just can't justify being away for an entire week for a BFR.
-Robert

I'm thinking about getting an additional rating (glider) under
61.62 in lieu of a Flight Review under 61.65..........

Are there any flight schools that specialize in intensive glider
training, I just can't justify being away for an entire week for
an additional rating.


First....no such thing as a 'BFR' and then you misuse 'BFR' to
mean 'Rating' twice. I have no idea about how long a 'BFR' would
require, but a Flight Review can be done in a single afternoon.

Bob Moore

"RG" == Robert M Gary writes:

RG I'm thinking about getting a glider rating for my BFR this
RG summer. I talked with one place in Truckee but was told it
RG would take an entire week to do. Are there any places to do
RG this that specalize in BFRs such that you can fly much more
RG per day in order to be done in a few intense days? I just
RG can't justify being away for an entire week for a BFR.

I won't answer your question, rather suggest maybe you should look at
this another way. Would you justify a week away for a great vacation?
That's the way to see the Truckee glider rating: a week or so to do
something completely absorbing and different than your normal
activities, cleanse out all the old cobwebs and put some new things in
there. It won't be relaxing but will be exhilerating, and what better
locale than Truckee. I got a glider ride there some years ago and
can't imagine better scenery.

"BTIZ" wrote

There is no 61.62 in my book maybe you mean 61.63(b)?

Yep!

Bob

"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

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

I'm thinking about getting a glider rating for my BFR this summer. I
talked with one place in Truckee but was told it would take an entire
week to do.

That's an indication that they are not particularly well organized,
which is far from rare in the glider world. Realistically, if you want
an add-on at the private level, that's about a 5 hour (flight time)
process (about 20-25 total flights including 10 solo, many of them very
short duration) and everything you need to know in terms of ground work
you can do in advance. If you were local to me, we would bang it out
in a weekend. Those are fairly generous estimates assuming a 400 hour
pilot without tailwheel experience, too - it can be done faster.
People have.

Despite the protestations of many glider pilots, a training glider like
the Grob 103 or Blanik L13 or L23 (not to mention the slug that is the
Schweitzer 2-33) is MUCH easier to fly and more docile than even the
simplest and most docile of powered trainers. Learning to fly a glider
when you are already proficient at flying a simple airplane is just not
very hard. A reasonably proficient and current power pilot can easily
solo in half a dozen flights of 15-20 minutes each. Some do it in half
that. At glider clubs it often takes twice that long (or more) due to
a variety of factors - lessons not closely spaced, no continuity of
instruction or aircraft (imagine changing instructors every two flights
and aircraft half that often), no organization to the training, etc.

Add ten solo flights (of which as many as you like could be 5 minute
pattern tows) and a few more flights to brush up for the checkride, and
you are done.

At that point, you can safely take off, land, perform basic airwork
maneuvers, and soar in the local area. Soaring cross country will
require more skill and knowledge, but at your experience level you can
learn that on your own if you wish. Dual XC instruction in a glider is
generally not available most places anyway - most people learn on their
own. You read Reichmann, you talk to some experienced soaring pilots,
and you go do it. At most operations, you will need to buy your own
glider to go XC.

Flying a glider safely is something a proficient power pilot can learn
to do in a weekend. Becoming good at flying XC in one takes a
lifetime.

Michael

"Michael" wrote in message
oups.com...
I'm thinking about getting a glider rating for my BFR this summer. I
talked with one place in Truckee but was told it would take an entire
week to do.

That's an indication that they are not particularly well organized,
which is far from rare in the glider world. Realistically, if you want
an add-on at the private level, that's about a 5 hour (flight time)
process (about 20-25 total flights including 10 solo, many of them very
short duration) and everything you need to know in terms of ground work
you can do in advance. If you were local to me, we would bang it out
in a weekend. Those are fairly generous estimates assuming a 400 hour
pilot without tailwheel experience, too - it can be done faster.
People have.

Despite the protestations of many glider pilots, a training glider like
the Grob 103 or Blanik L13 or L23 (not to mention the slug that is the
Schweitzer 2-33) is MUCH easier to fly and more docile than even the
simplest and most docile of powered trainers. Learning to fly a glider
when you are already proficient at flying a simple airplane is just not
very hard. A reasonably proficient and current power pilot can easily
solo in half a dozen flights of 15-20 minutes each. Some do it in half
that. At glider clubs it often takes twice that long (or more) due to
a variety of factors - lessons not closely spaced, no continuity of
instruction or aircraft (imagine changing instructors every two flights
and aircraft half that often), no organization to the training, etc.

Add ten solo flights (of which as many as you like could be 5 minute
pattern tows) and a few more flights to brush up for the checkride, and
you are done.

At that point, you can safely take off, land, perform basic airwork
maneuvers, and soar in the local area. Soaring cross country will
require more skill and knowledge, but at your experience level you can
learn that on your own if you wish. Dual XC instruction in a glider is
generally not available most places anyway - most people learn on their
own. You read Reichmann, you talk to some experienced soaring pilots,
and you go do it. At most operations, you will need to buy your own
glider to go XC.

Flying a glider safely is something a proficient power pilot can learn
to do in a weekend. Becoming good at flying XC in one takes a
lifetime.

Michael


All this makes lots of sense.. sure.. you can do it in a weekend, if you are
prepared academically ahead of time as you mentioned. So.. one guy flies
about 5 hours, 20-25 flights in one weekend at a local glider club and takes
all the time of one instructor, of which there are only two available. And
when told it is a club operation, he chooses not to join the club and gets
****ed when the club does not service him.

NO ONE ELSE in the club or a small commercial operation may get a chance to
fly. This one guy has hogged the training aircraft and instructors time...
plus those 10 pattern tows takes up all the time of the runway and tow plane
for at least an hour.

At a commercial operation, much the same thing can happen. There are 5
students trying to do the same thing in a weeks time, and each demanding
time of one or two instructors.

For a commercial operation to tell someone to allow a week makes plenty of
sense. Don't promise a day or two, state "you need a week", and then if he
gets done early the commercial operation is a hero. The commercial operation
has no idea how proficient this guy is by talking on the phone, you need to
see him fly first. Plus you'll never know what will happen with weather, tow
plane, pilots or glider equipment that could delay the training.

I've told people "the lesson starts at 9am", have the preflight done and the
glider on the line, for post solo students. I get there at 0830 to supervise
plus the other morning rituals, and the student does not even show until
well after 9am to start digging out the glider. Sorry, another unannounced
student was there waiting, you are now number 2 in the training cycle today,
first come, first served.

BT

For a commercial operation to tell someone to allow a week makes plenty of
sense. Don't promise a day or two, state "you need a week", and then if he
gets done early the commercial operation is a hero.

No, it means the commercial operation never gets to see him.

Honestly, everything you say makes sense to me too. If you're dealing
with a glider club or a commercial operation of limited resources, it
won't happen. I know a couple of commercial operations that could
accomodate him, but of course they are local to me, thus not in
California. How can they accomodate him? By making sure the schedule
for one training glider is clear for the weekend, the same way a power
school would rent a plane out for a weekend trip, and by making sure
one instructor is available to spend the weekend with him. I once did
something similar for a pilot who wanted to add his commercial glider
and CFIG (he already had power CFI and a foreign private glider ticket)
and it was not a problem - we banged it out in two days of flying. It
meant making arrangements in advance, that's all.

I don't doubt that there are instructors like me in California who only
instruct part time but can clear down one weekend with some advance
notice, nor do I doubt that there are commercial operations that have
the capability to reserve one glider for a weekend, again with some
advance notice. The trick is finding them.

Michael

Michael,
That is how my sea rating went. I reserved two days with the CFI and
airplane. No one else was waiting and I scheduled and sent in a deposit
30 days ahead of time.

-Robert