Adding an airplane rating to private pilot glider

Does anyone know what the requirements are to add a private pilot
airplane rating if you already have a private pilot glider? I know
the training requirements would be reduced for an airplane pilot
transitioning to glider but I dont know how it works going the other
way.... Does anyone have info on this?

On Apr 6, 10:47 pm, gmcd05 wrote:
Does anyone know what the requirements are to add a private pilot
airplane rating if you already have a private pilot glider? I know
the training requirements would be reduced for an airplane pilot
transitioning to glider but I dont know how it works going the other
way.... Does anyone have info on this?

theres not a lot of reduction in hourly requirements for the PP-ASEL
add on to the glider certificate. In fact, I dont know that there is
any gain. you can make some real gains towards your commercial
airplane and possibly instrument rating if you have many flights that
ended in a landing more than 50 nautical miles away from the departure
point. It is spelled out fairly well in Part 61.

On Apr 6, 8:47*pm, gmcd05 wrote:
Does anyone know what the requirements are to add a private pilot
airplane rating if you already have a private pilot glider? *I know
the training requirements would be reduced for an airplane pilot
transitioning to glider but I dont know how it works going the other
way.... *Does anyone have info on this?

If you are a competent glider pilot you can expect to solo an airplane
in less time than someone with no flight experience. You may also
know what your feet are for, but your instructor may not. Section
61.109: Aeronautical experience defines the requirements.
Commercial and ATP allow you to use a lot of glider time but I don't
think there is any benefit for private except you should be competent
in the minimum specified time whereas most student pilots are not.


Andy

As Andy said.. you'll have more air sense, and know what the feet are for..
But review 61.109 (a) for "Airplane" and you'll note that most of the
training and experience hours have to be logged in an airplane.
Not Aircraft, and not glider, so you're up for the minimums as specified in
61.109.

BT

"gmcd05" wrote in message
...
Does anyone know what the requirements are to add a private pilot
airplane rating if you already have a private pilot glider? I know
the training requirements would be reduced for an airplane pilot
transitioning to glider but I dont know how it works going the other
way.... Does anyone have info on this?

As one who recently added single engine after 20 years of strictly
glider flying I can say that one thing you don't learn flying gliders
that they are really picky about in airplane flying is holding
altitude. Man, I sucked at that!

Also, get a really good comfortable ANR headset like a 30-3G or Bose.
Airplanes are painfully loud!

MM

"Andy" wrote in message
...
On Apr 6, 8:47 pm, gmcd05 wrote:

If you are a competent glider pilot you can expect to solo an airplane
in less time than someone with no flight experience.

It didn't really work that way for me. (Of course, I made no attempt to rush
things) Don't forget the law of primacy, there are some things that you have to
unlearn from gliders. Keep in your mind that landings in the pattern suddenly
become optional, a go-around is a whole new possibility to fit into your
decision making process.

Your instructor will not be amused by your first attempts at stall recovery.
He will insist that you use power, and you will wonder why.

Vaughn

On Apr 6, 11:47 pm, gmcd05 wrote:
Does anyone know what the requirements are to add a private pilot
airplane rating if you already have a private pilot glider? I know
the training requirements would be reduced for an airplane pilot
transitioning to glider but I dont know how it works going the other
way.... Does anyone have info on this?

Training requirements are in no way reduced, but some of your glider
time may be applicable to the minimum time requirements. I did just
this c 1992 and had ~35 hrs SEL the day of my checkride. But the
bottom line is that you have to be able to meet the practical test
standards.

On Apr 7, 1:10*am, wrote:
As one who recently added single engine after 20 years of strictly
glider flying I can say that one thing you don't learn flying gliders
that they are really picky about in airplane flying is holding
altitude. *Man, I sucked at that!

Also, get a really good comfortable ANR headset like a 30-3G or Bose.
Airplanes are painfully loud!

MM

I agree with all that's been said. I "corrupted" my glider-only
ticket a few years ago with the Single Engine Land license. I too
sucked, and still do, at "holding" altitude in an airplane. Turns
around a point? Yea, I'm drifting with the wind, so what? Oh yea.
Stall recovery. Easy. Just drop the nose. POWER. ADD POWER. I
keep forgetting about the throttle. One other thing to remember:
Range. When flying the glider, the "range" is the preset task and all
the variables involved. In the airplane, there's only so much fuel in
the tanks, plus the other variables. When four and five hour flights
are somewhat "natural" in a glider, the ol' Cezzna 150/152 will be on
the ground and out of gas at four hours.

Ray Lovinggood
Carrboro, North Carolina, USA

wrote:

one thing you don't learn flying gliders that they are
really picky about in airplane flying is holding altitude.

When, on my first powered flight in mountains, I hit a strong downdraft,
my natural reaction was to push the stick forward. My instructor was not
amused, pulled the stick back and asked me to hold altitude! We had a
long discussion after that.

Other things to get used to: You don't need airbrakes because the whole
plane is just one huge airbrake. When your approach is too high, just
push, the airspeed won't increase.

On Apr 7, 4:32*am, John Smith wrote:

When, on my first powered flight in mountains, I hit a strong downdraft,
my natural reaction was to push the stick forward. My instructor was not
amused, pulled the stick back and asked me to hold altitude! We had a
long discussion after that.

I wonder how that discussion turned out. I always use thermals when
flying cross country in the airplane and work ridge, wave and thermal
lift in the mountains. The only time I care about being on a constant
or assigned altitude is when on an instrument flight plan or when
flying airways. The hemispheric rule only applies when you are in
level flight not when climbing or descending.

On the way back from Arizona breakfast runs other club pilots usually
complain about the turbulence. I usually reply that I didn't notice
any turbulence but there were some great thermals!

Andy