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• By using an electronic flight computer that
displays the current optimum speed-to-fly.
The pilot determines the speed-to-fly during initial
planning and than constantly updates this information
in flight. The pilot must be aware of changes in the
7-35
After accomplishing the checklist, concentrate on judging
your approach angle and staying clear of other aircraft
while monitoring your airspeed. Medium turns
should be used in the traffic pattern. The approach
should be made using spoilers/dive brakes as necessary
to dissipate excess altitude. Use the elevator to control
the approach speed.
Strong crosswinds, tailwinds, or high sink rates that are
encountered in the traffic pattern will require the pilot
to modify the individual pattern leg. A strong tailwind
or headwind will require a shortening or lengthening of
the leg respectively. A sudden encounter with a high
sink rate may require the pilot to turn toward the landing
area sooner than normal. The pilot should not conduct
a 360° turn once established on the downwind leg.
Throughout the traffic pattern the pilot should be constantly
aware of the approach speed.
When at an appropriate distance from the IP, the pilot
should maneuver the glider to enter the downwind leg.
The distance from downwind leg to the landing area
should be approximately 1/4 to 1/2 mile. This will vary
at different locations. On the downwind, leg the glider
should be descending to arrive abeam the touchdown
point at an altitude between 500 and 600 feet AGL. On
downwind leg, the groundspeed will be higher due to
the tailwind. The pilot should use the spoilers/dive
brakes as necessary to arrive at this altitude. The pilot
should also monitor the gliders position with reference
to the touchdown area. If the wind is pushing the glider
away from or toward the touchdown area, the pilot
should stop the drift by establishing a wind correction
angle into the wind. Failure to do so will affect the
point where the base leg should be started.
The base leg should be started when the touchdown
point is approximately 45° over the pilot’s shoulder
looking back at the touchdown area. Once established
on the base leg, the pilot should scan the extended final
approach path in order to detect any aircraft that might
Base Leg Downwind Leg
Final Approach
45°
Entry Leg
Initial Point
(IP)
Downwind Leg
Base
Leg
Final Approach
Entry Leg
Initial Point
(IP)
Touchdown Point
Figure 7-32.Traffic pattern.
greater the crab angle. Prior to flare, the pilot must be
prepared to align the glider with the landing area. The
pilot should use the rudder to align the glider prior to
touchdown and deflect the ailerons into the wind to
control the side drift caused by the crosswind.
In the slip method, the pilot uses rudder and ailerons to
slip the glider into the wind to prevent drifting downwind
of the touchdown area. The disadvantage of the
slip method is that the sink rate of the glider increases,
forcing the pilot to adjust the spoilers/dive brakes, as
necessary, to compensate for this additional sink rate.
Whether the pilot selects the slip or crab method for
crosswind landing is personal preference. The important
action is to stabilize the approach early enough on
final so as to maintain a constant approach angle and
airspeed to arrive at the selected touchdown point.
COMMON ERRORS
• Improper glide path control.
• Improper use of flaps, spoilers/dive brakes.
• Improper airspeed control.
• Improper correction of crosswind.
• Improper procedure for touchdown/landing.
• Poor directional control during/after landing.
• Improper use of wheel brakes.
SLIPS
A slip is a descent with one wing lowered. It may be
used for either of two purposes, or both of them combined.
Aslip may be used to steepen the approach path
without increasing the airspeed, as would be the case
if the spoilers/dive brakes were inoperative or to clear
an obstacle. It can also be used to make the glider
move sideways through the air to counteract the drift
which results from a crosswind.
Formerly, slips were used as a normal means of controlling
landing descents to short or obstructed fields,
but they are now primarily used in the performance of
crosswind landings and short/off-field landings.
With the installation of effective spoilers/dive brakes
on modern gliders, the use of slips to steepen or control
the angle of descent is no longer a common procedure.
　
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