Glider Pilot vs. Private Pilot Skills

Aceman said:
So after 1 year of soaring at my club, I definitely feel that soaring is much harder than flying a powered plane. That requires a whole new level of understanding about flying and thermals. IMO, it's the hardest skill to master in civilian aviation.
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I'm glad you're having fun with it.

Soaring in a glider and powered airplane flying are two different things. Sometimes it's a matter of art vs science, where soaring well requires a "feel" or intuition, sometimes it's just complexity of the operations. When I was flying gliders (I never did get that PP-Glider for reasons) and towing with a club I got a chance to see and experience all sorts of skill levels. But I've also added my instrument rating and am getting started on commercial ASEL. I would say "...the hardest skill to master in civilian aviation..." for me was single pilot IFR to minimums on an ILS in rough air.
 
I started flying in Piper j3 Cubs, advanced to Cessna 150. All my instructors but 1 emphasized power management following power reduction abeam the numbers. Stay a little high, slip on final (J3) or add flaps if high (150), but never add power.

After signoff for solo, 12 hours, I do not recall ever adding power after abeam. Normal approaches with the 150, flaps were at least 20, so reducing flaps extended the glide path.

Of course, if the instructor called for a go around, that was added power to learn transition from approach trim with flaps, to climb trim without flaps and maximum power. This is a condition that gliders do not offer...

Very little glider time, but did like it, a lot of fun. I have used ridge lift and thermals while on powered cross country to great advantage. Full gross 172 climbing back to cruise altitude at 900 FPM and 100 knots does not compute in the normal world, but up wind of an Appalachian ridge can do that.

A local glider/soaring club tried to recruit me to be a tow pilot, with the pay in glider flight time. Very tempting, but they were to far from my home to consider. 2 hours each way.
 
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Lindberg said:
I'm a commercial glider pilot, and I agree. Also, single engine airplanes for harder to fly than twin engine airplanes because twins have an extra engine so you don't have to worry about the engine dying. Just like amphibians are easier to fly because you can land everywhere. Of course helicopters are the easiest because they just kind of hang there and you just move the stick in the direction you want to go.
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THAT is funny. :D :D

Commercial ASMEL, IA, RH, G - Private ASES
CFI (not current) - ASE, IA, RH, G
 
Daleandee said:
If you have all of the answers why did you ask the questions? :dunno:

I could argue that flying a light sport tailwheel takes more talent than others as these much lighter planes take more handling skills .. plus tailwheel pilots walk with swagger for a reason. :biggrin:
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The best T-Shirt I have is from Amelia-Reid Aviation (now AeroDynamic Aviation). It says: "Real pilots fly taildraggers".
 
geezer said:
I started flying in Piper j3 Cubs, advanced to Cessna 150. All my instructors but 1 emphasized power management following power reduction abeam the numbers. Stay a little high, slip on final (J3) or add flaps if high (150), but never add power.

After signoff for solo, 12 hours, I do not recall ever adding power after abeam. Normal approaches with the 150, flaps were at least 20, so reducing flaps extended the glide path.

Of course, if the instructor called for a go around, that was added power to learn transition from approach trim with flaps, to climb trim without flaps and maximum power. This is a condition that gliders do not offer...

Very little glider time, but did like it, a lot of fun. I have used ridge lift and thermals while on powered cross country to great advantage. Full gross 172 climbing back to cruise altitude at 900 FPM and 100 knots does not compute in the normal world, but up wind of an Appalachian ridge can do that.

A local glider/soaring club tried to recruit me to be a tow pilot, with the pay in glider flight time. Very tempting, but they were to far from my home to consider. 2 hours each way.
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My ab inito airplane was a Citabria (no flaps). All the rest of the airplanes I've trained in have had flaps. All of the instructors say not to retract flaps on final. (Never flown a 150, and probably never will.)
 
You must lower the nose to increase the airspeed before reducing the flaps, since the stall speed goes higher, but the reduction in drag extends the touchdown point.
 
Crashnburn said:
The best T-Shirt I have is from Amelia-Reid Aviation (now AeroDynamic Aviation). It says: "Real pilots fly taildraggers".
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I thought about buying a t-shirt that read "Tricycles are for babies" but figured it would be the one I was wearing when my friends had to come help me get my plane out of the weeds after it got away from me ... :biggrin:
 
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Crashnburn said:
My ab inito airplane was a Citabria (no flaps). All the rest of the airplanes I've trained in have had flaps. All of the instructors say not to retract flaps on final. (Never flown a 150, and probably never will.)
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Good advice on "Short" Final. But if say over 500 feet agl in some planes, reducing flaps can extend glide range.
 
IMO: zero to do with which is "harder", everything to do with which gives you the ability to go more places and kill more people.
 
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