Cloud Flying

It may take me bit to remember where the actual authorization for a
airplane instrument rating to qualify for a glider rating is.

As a start though FAR 61.57c2 tells you how to remain or get instrument
current for gliders.

Brian

snoop wrote:
Brian, I have my FAR/AIM book open. In part 91, give me the glider
specific regs that tell me how to fly a glider, on an IFR clearance in
the US. I just reread the requirements for an instrument rating, and
nowhere does the word glider show up in FAR 61.65. Shawn, help us out
here.

F2, thanks for your input, but were shaking down the US regs here.

Brian wrote:
It may take me bit to remember where the actual authorization for a
airplane instrument rating to qualify for a glider rating is.

As a start though FAR 61.57c2 tells you how to remain or get instrument
current for gliders.

Brian



Brian,

CFAR § 61.3(e)(3) states that to fly a glider under IFR, the PIC needs
to hold an airplane instrument rating and a glider rating:

§ 61.3 Requirement for certificates, ratings, and authorizations.
(e) Instrument rating. No person may act as pilot in command of a civil

aircraft under IFR or in weather conditions less than the minimums
prescribed for VFR flight unless that person holds:
(3) For a glider, a pilot certificate with a glider category rating and

an airplane instrument rating.

Chris Fleming, F2

It didn't take me as long to find at as I thought it might:

FAR 61.3e3

(e) Instrument rating. No person may act as pilot in command of a civil
aircraft under IFR or in weather conditions less than the minimums
prescribed for VFR flight unless that person holds:

(1) The appropriate aircraft category, class, type (if required), and
instrument rating on that person's pilot certificate for any airplane,
helicopter, or powered-lift being flown;

(2) An airline transport pilot certificate with the appropriate
aircraft category, class, and type rating (if required) for the
aircraft being flown;

(3) For a glider, a pilot certificate with a glider category rating and
an airplane instrument rating; or

Brian

It didn't take me as long to find at as I thought it might:

FAR 61.3e3

(e) Instrument rating. No person may act as pilot in command of a civil
aircraft under IFR or in weather conditions less than the minimums
prescribed for VFR flight unless that person holds:

(1) The appropriate aircraft category, class, type (if required), and
instrument rating on that person's pilot certificate for any airplane,
helicopter, or powered-lift being flown;

(2) An airline transport pilot certificate with the appropriate
aircraft category, class, and type rating (if required) for the
aircraft being flown;

(3) For a glider, a pilot certificate with a glider category rating and
an airplane instrument rating; or

Brian

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.

Brian wrote:
It didn't take me as long to find at as I thought it might:

FAR 61.3e3

(e) Instrument rating. No person may act as pilot in command of a civil
aircraft under IFR or in weather conditions less than the minimums
prescribed for VFR flight unless that person holds:

(1) The appropriate aircraft category, class, type (if required), and
instrument rating on that person's pilot certificate for any airplane,
helicopter, or powered-lift being flown;

(2) An airline transport pilot certificate with the appropriate
aircraft category, class, and type rating (if required) for the
aircraft being flown;

(3) For a glider, a pilot certificate with a glider category rating and
an airplane instrument rating; or

Brian

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

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

Snoop,

That's more like it: specific questions. It appears to me that you are
making this way too difficult. Here we go:

snoop wrote:

Chris,

Specifically, where does the clearance begin, and end. ATC is going to
want a starting point and an exit point.

What is your intended task? If you're going from A to B and landing at
B, then file from A to B. Most glider cross-countries start and end at
the same place, so file from A to A via B and C. You can amend your
clearance at any time. If you don't think you can make B, just tell
ATC and request clearance to C, or back to A or to a new destination D.
In short, just tell them what you want to do!

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.

I'm not sure I understand your question. Your initial clearance is
going to have an altitude block. Throughout your flight, you will
amend this clearance both up and down. I've had clearances which had
8,000 foot deep altitude blocks!

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.

TERPS means Terminal Instrument Procedures. Do you seriously intend to
fly an ILS in a glider? I didn't think so. Likewise, DP's STAR's and
all other IAP's are irrelevant to IFR gliders. Gliders need to depart
and arrive under VFR. TERPS doesn't apply.

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.

As for filing your route, just file direct. For altitude, file for
your estimated max altitude. In the remarks section, write: Glider
flight. Will require course deviations and block altitudes from ATC.

Yes, you must remain within the parameters of the clearance. So, you
shouldn't accept a clearance that you can't comply with. If you're at
5,170 feet and scratching in weak lift, do not accept an altitude
clearance that requires you to remain above 5,000 feet! Likewise, if
you've encountered unexpected sink, advise ATC that you will need a new
altitude clearance. It all comes down to COMMUNICATION!


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

90% of flying an airplane IFR includes VMC departures and arrivals,
with only a few moments in IMC conditions. Just like a glider.


Thanks for the input


You're welcome. Now let me add this: to safely fly a glider in IFR
conditions, the pilot must be able to walk and chew gum at the same
time. Flying a glider effectively on a cross-country is challenging.
Flying single-pilot IFR is challenging. Flying a glider on a
single-pilot IFR cross-country is extremely challenging. Prerequisites
should include many recent hours in both glider cross-countries and IFR
procedures.

At the risk of speaking for others, glider pilots that fly IFR have
huge personal weather minimums. They won't consider flying IFR unless
they are certain that they will be able to cancel IFR and continue to
their destination under VFR with a significant safety margin. Most
pilots will file IFR with no intention of ever flying into a cloud.
Instead, they want to be able to fly closer to the cloud than the
minimum distances required for VFR. Most IFR cross-countries are in
mountain waves, and the risk of going from clear and a million to
suddenly being engulfed in a thick cloud is real. Being on an IFR
flight plan is a safety measure.

Finally, nothing can substitute for good judgment. IFR in gliders can
be a valuable tool, but it can easily kill you. Don't even think of
doing it unless you are certain that there is no risk from doing it.
Actually, your criteria should be the opposite: do it only if you think
it is the safer option.

Chris Fleming, F2
ATP B-767, CFI-G