Chris,

Specifically, where does the clearance begin, and end. ATC is going to
want a starting point and an exit point. Going back to my earlier note,
how do you get up and down? The cloud layer closes in below you while
your going x country IFR in a pure glider, how do you legally get down.
You are coming down somewhere, I don't have an argument there, but ATC
has a big manual called the TERPS Manual that they have to operate by.
It is their ball and chain that they operate by, and if they've issued
us a clearance, they have some pretty tight parameters that they want
us to fly by in their airspace.

Let's say that your here at my club in Texas. My specific question here
would be how would you file the route portion. Let's say you use a fix
near TSA to start. Now, how do I file the altitude? A block is probably
the best way, as you mentioned, but how do you guarantee your local
controllers that your going to remain in that block, especially if the
bottom fills in below you while your cruising. This is why I'm a bit
suspect that there are some loose ends to flying gliders IFR, from a
totally legal standpoint.

I beg to differ that it is nothing like flying an airplane IFR.

Thanks for the input



Fox Two wrote:
snoop wrote:
Good find. That's what I saw, in the same vein, with 61.57, how to stay
current, but the requirements for an instrument rating still leave us
hanging out there, as mentioned earlier. Now we need the operational or
part 91 end of it. How to do it. Hang in there guys, Shawn, c'mon buddy
we need you to help here.


Snoop-

What are you talking about?! Ask a specific question! Flying a glider
under IFR is EXACTLY THE SAME as flying an airplane under IFR. That is
why an instrument rating in airplanes is required to fly a glider under
IFR. Here's how you do it:

1. File the flight plan.
2. Receive the ATC clearance.
3. Fly the glider!

If your flight is intended to be local in nature, you request a block
clearance both laterally and vertically, and remain within your
clearance limits. If you are flying cross country, you receive a route
clearance with authorization to deviate up to x miles left and right of
course within a block altitude limit.

If you already have your instument-airplane rating, and a few hundered
hours of instrument experinece, you should already know all of this.
If you don't, then you shouldn't consider flying a glider IFR.

Chris Fleming, F2