Ian Cant wrote:
Sometimes that is so; what if you install one because
you want to operate in Class A or B airspace [as opposed
to being more visible in uncontrolled airspace]?

A very rare case indeed. I know of few glider pilots who would operate
in such airspace. I think the stats that 80% of glider pilots twirl
around their home field isn't because of lack of transponders or radios...

On the other hand, here in the states, SSA has proposed to the FAA
allowing glider pilots to legally turn transponders on and off in flight,
to conserve battery power.

I think the FAA is unlikely to approve this. If I'm faced with this
situation, I will notice it is inoperative, turn it off, and place the
appropriate sticker on it. Later in the flight, when I have the time to
test it further, I'll turn it on and notice it works, and I will remove
the sticker.

The other perhaps much more important activity is to learn enough about
the IFR approach procedures near high volume airports where you are
about to fly. The US VFR charts have magenta shaded markings which often
extend from busier airports indicating an IFR approach. Also, for $4-$5
one can purchase the IFR approach plates for a region of the US. Any
instrument pilot can show enough about these to add some perspective.

Of course, this is really mostly to avoid high volume approaches to
commuter airports, but I've used it to assure I avoid commuter traffic
near several gliderports.

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Mark J. Boyd