My first 100 days of soaring

Part 1 (the first 50 days)

I’m writing this article as a reference for all those the pilots who want to get their add-on glider rating. Obtaining my glider rating has been a wonderful experience and I hope to continue flying gliders for many years to come.

My entry in aviation occurred April 1977 when I made my first parachute jump. From that first jump, I was hooked. Skydiving is and will remain my first love, although flying is a very close second.

After three years of skydiving, I started my flight training. In 1981 I passed my private Single Engine Land (SEL) check-ride. With 48 hours of Cessna 150 flight time in my logbook, I started tail-dragger training. It took me 15 hours of take-offs and landings to get my instructor comfortable with soloing me in the Cessna 180. Since that time, the bulk of my flight time is in Cessna 180’s and 182’s, where I fly skydivers at Greene County Sport Parachute Center in Bardstown, KY.

Now, on to how I came to obtain my glider add-on rating. I had wanted to get my glider add-on rating for a number of years, but time and money issues prevented it. Then in 2004, things just came together. I had planned a vacation to California for a convention being held by the International Cessna 170 Association. I own a 1952 Cessna 170B and I try to attend the convention every year.

In 2004, the convention is being held in Tehachapi, CA. This is the home base of Skylark North glider port. Now I had my motivator to acquire the add-on glider rating. California soaring, I just couldn’t pass that up, right? Therefore, I decided to take two weeks of vacation, running from June 25 to July 11, 2004

My plan was to spend the first week working on my glider rating. The second week I would continue my glider training and attend some Cessna 170 convention events.

But, I just could not wait. So in mid-December, 2003, I decided to look for a soaring club to join. I would need to have a place to call home once I got back from California. I chose three clubs within 150 miles of home to contact. My choice was the Central Indiana Soaring Society (CISS).

CISS invited me to attend their annual ground school. It was every Saturday in January and February. The eight days were well spent. The classes were well instructed, informative and it was a great refresher. After the second week of ground school I joined CISS. What impressed me most was the overall commitment and friendliness of the club members.

April 3, 2004 was the start of my 100 days of flying. This date coincided with the beginning of the 2004 flying season for CISS. The home base for the CISS is Alexandria airport (I99) in Alexandria, IN. 2004 is the first year at I99. After spending 40 years at their old location, the airport became over crowded with corporate aircraft and student flying.

My plan for acquiring a commercial glider license consisted of spending every weekend in Alexandria. I wanted to arrive at Skylark North with a license in hand.

With that, I decided to get my private rating first, and then finish the commercial rating. Here is a list of my flying activities during the first 50 days:

• Day 1 (04/03/04)

• Ended with three dual training flights in my logbook.

• Day 8 (04/10/04)

• I flew one dual training flight.
• I flew my first flight in the clubs tow plane, a PA25 Pawnee. The flight lasted 1.2 hours.
• It was the usual aircraft familiarization routine: ground training, cockpit familiarization, took off and headed to the practice area, turns, minimum controllable airspeed, stalls, more turns, more stalls, takeoff and landings with a few missed approaches.
• Total flights = 4

• Day 15 (04/17/04)

• I flew two dual training flights.
• Total flights = 6

CISS holds a week of training for students and advanced ratings each year, providing a continuous opportunity to fly. Unfortunately, the weather did not cooperate and we only had two half days and one full day of flying. All the help for the camp is voluntary and once again the CISS members came with smiles and knowledge to share. Days 18, 20 and 21 were flights made during training week.

• Day 18 (04/20/04)

• I flew two dual training flights.
• Total flights = 8

• Day 20 (04/22/04)

• I flew four flights. Three dual flights and my first solo.
• This qualified me for an “A” badge.
• Total flights = 12

• Day 21 (04/23/04)

• I flew four solo flights.
• My 15th flight (4^th solo) was for 52 minutes.
• This qualified me for a “B” badge.
• Total flights = 16

• Day 22 (04/24/04)

• I flew three solo flights.
• Total flights = 19

• Day 34 (05/06/04)

• 3 simulated tows with the CISS chief pilot in my Cessna 170.

• Day 36 (05/08/04)

• My first crew day to tow gliders. I did three takeoffs and landings, then flew 17 tow flights for a total of 2.9 hours in the Pawnee. The 90 degree crosswind made for a long day.

• Day 37 (05/09/04)

• I flew three dual flights in our Grob II. These flights where part of my preparation to take the private check ride.
• The Grob II is used for transitioning licensed pilots into our PW5.
• Total flights = 22

• Day 41 (05/13/04)
• Purchased an ASW-15.

• Day 43 (05/15/04)

• I flew eight solo flights. We had a low ceiling and did pattern altitude tows to 1500 feet.
• Total flights = 30

• Day 44 (05/16/04)

• I flew two dual flights for check ride preparation and one solo flight.
• Total flights = 33

• Day 45 (05/17/04)

• My private glider check-ride.
• Tow pilot, ground crew, designated pilot examiner and FAA examiner (giving a check to the designated pilot examiner) where available.
• The oral test went fine.
• After moving the Blanik-L23 out to the runway, we went into a weather hold. Of course, the decision was mine as to flying or not. After waiting 30 minutes, we returned the glider to the hanger. The flying would have to wait.

• Day 50 (05/22/04)

• Continuation of my private glider check-ride.
• Flight number 34, 35 and 36 completed the check-ride.
• I’m a licensed private glider pilot!

As of day 50, I’ve accumulated:

• 36 flights in gliders
• Total time = 10.4 hours.
• Solo = 4.3 hours.
• 33 Flights in a Blanik L-23
• 3 flights in a Grob II
• Tow pilot endorsed
• Total Pawnee flight time = 6.8 hours
• Total number of Tows = 38
• Total landings = 51
• Qualified for “A” and “B” badges (paperwork submitted)
• Past my private glider check-ride.
• Time accumulated flying my C170 between JVY – I99
• Total hours = 31.3

Fifty days down and fifty to go! Here are my observations for power pilots:

1. Being towed to altitude, normal flying and landings require a lot of rudder work. For tail-dragger pilots this should not be a problem.
2. When entering the pattern on downwind you set your airspeed. The airspeed should remain constant until flare. Power pilots have a tendency to slow the glider down on base and final.
3. There are no missed approaches.
4. Fly as much as possible during your training. This will keep your skills sharp and reduce the amount of time and money required to obtain your add-on rating.
5. Head to the airport on marginal weather days. If it is flyable, you can get as many tows as you want.

Based on my experience and talking with other pilots that have made the transition, you can expect to make between 25 and 35 glider flights to achieve your private add-on rating. This statement makes the assumption you are current and flying on a regular basis.

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