Many people take up gliding simply because they love it, others to get an introduction to flying so they may get their powered licence as well. I took up gliding and loved it, but never forgot that I wanted my PPL as well. So this for those who have had thoughts of taking that extra step in getting their powered licence, but found it difficult to get realistic information on the effort and cost involved.
Firstly, let’s look at power flying from a glider pilot’s point of view. How much gliding experience goes towards your PPL? Is it realistic to expect that being a glider pilot will significantly shorten your time to get your PPL? Is it cost effective to get your glider licence first, then do your PPL? Having gotten your Gliding licence, should you even bother with a PPL?
CASA state in CAR 5.84 (That’s Civil Aviation Regulations for those who like to speak plain English) that any experience in a 3-axis aircraft (i.e. glider, ultralight etc but not a hang glider or trike) can count on a one-for-one basis towards your PPL. This is true, and with a minimum requirement of only 20 hours for GFPT (General Flying Progress Test – like the old Restricted Pilot’s Licence) and 40 hours for the PPL, most glider pilots with C Certificate or above would theoretically make the flying hours required to get their licence with ease. The reality however, is markedly different – for it is very rare for anyone to get his or her PPL within the minimum time allowed, regardless of gliding or other experience. In fact I’d be hesitant about flying with someone who had, simply because I don’t believe you can cover enough situations within that timeframe.
At the risk of sounding like a simpleton, I’d done 72 hours in the Piper Warrior by the time I gained my PPL, which I passed on the first attempt. 90 hours is common and it is not unheard of for people to go beyond 100 hours to get there. This is the reason why many make it to Solo, perhaps even GFPT – and then throw it in due to lack of time, or usually, money.
Being a glider pilot gives you a significant advantage over those starting from scratch. I could already handle an aircraft, judge speeds, glide angles, distances, circuit heights, flare timing and the like. I knew what a stall was, what it felt like, and unlike most of my powered brethren had spun an aircraft before and knew how to get out of it. Which was much better than just being told what to do if you got into one but never being allowed to try.
In terms of fast-tracking the licence, I was given a TIF by the CFI who then struck off the first six to eight lessons in aircraft handling and put me straight into circuits with my instructor. In theory this cut out six to eight hours of my training, but in reality most students do a few more of these early lessons until they get the hang of it. So a glider pilot could be expected to have saved up to 8-10 hours in early lessons through their gliding experience.
If you were looking at 10 hours at $190/hr (the going rate in a Warrior at the moment, with instructor) – then you will have saved yourself $1900 in flying fees you would otherwise have spent on the flying school. Maybe $1500 if you learn in a Cessna 152. Of course, it probably cost almost as much anyway to get your C Certificate so it’s not exactly cost effective - but I still say the experience is valuable and that experience makes you a better pilot. And anyway, gliders are more fun.
From the point of learning, the key is to rapidly memorise your procedures – something you can do at home at no cost, and which significantly reduces the amount of expensive time in the air. It’s also very boring. I would say that getting your PPL is 80 percent homework, because there is little time to try and remember procedures with 10 aircraft in the circuit, a couple of (fast) light twins coming in too and Air Traffic Control throwing callsigns and directions at everybody simultaneously.
At the point of being Solo, you will need to be able to fly the aircraft in the circuit, converse with ATC, and deal with basic emergency procedures such as an engine failure and glide approach in the circuit. From then on, you progress to Area Solo (restricted to a training area) and then GFPT which allows you to fly passengers around in the training area. By the time you get your GFPT you will be conversant with Forced Landings, Short-field Takeoffs and Landings, Flapless landings, Steep Turns, Steep Descending turns to drop down through holes in cloud, Stalling, and sweaty palms.
At this stage you will need to have passed a number of written tests, including a Basic Aeronautical Knowledge test which covers how aircraft fly, weight and balance of aircraft, performance limitations, aircraft systems etc and is usually done in an eight week course costing $400 or so. You can do it all from a book at home but I wouldn’t recommend it.
The second half of the licence, the PPL – is much more involved, building on top of the GFPT. Here you learn how to interpret weather and weather reports, how to navigate (in which a glider pilot will already have experience), fuel calculations and allowing for wind drift, flight planning, going in and out of controlled airspace such as the Class C airspace above Bacchus Marsh, how to manage passengers and cargo etc, and reams and reams of air law.
This requires a second theory course which takes up to 12 weeks, costing about $600 and a PPL Theory test issued and marked by CASA. Additionally any questions you get wrong are covered again by the PPL Examiner, so one way or another you get examined on everything.
Don’t bother checking the bank balance now, the numbers are rotating backwards too fast to register anyway.
In preparing for the PPL test you will do about 8-10 navigational trips, with two solo navs which are a real buzz. Once again this is above the CASA minimum, which is unrealistic for most people. Each of these flights are of 2-4 hours, with your command decisions being increasingly important as you go, and forced landing practice and other emergencies being pulled on you at any stage in flight.
At this point you feel more like a flying accounts clerk than a pilot, but it becomes much easier with practice.
So having come this far, should anyone really bother? Well it depends greatly on what you want to do – how much time and effort you want to invest - and how you are going to pay for it. I would expect to spend no less than $10,000 to get your full licence. I find the package deals offered by many flight schools laughable - they are only trying to get your foot in the door, and are not realistic in their assumption that anyone can do it in the minimum time – which they know.
You also need to be declared medically fit by a CASA examiner, something which is not a problem for most people but which is not required to fly a sailplane.
For the pure enjoyment of flying, nothing compares with a sailplane in my opinion. But there is a significant achievement in gaining your PPL and you also learn a lot about yourself in the process. It really is a journey. If you want to fly tugs of course, you will need your PPL as with increased regulation, getting your restricted licence and staying there appears to be less of an option than it used to be. If you want to load up some of your friends and take them to Mildura for the weekend or to the Motorcycle Grand Prix in Phillip Island or a scenic tour of Melbourne or the 12 Apostles, you certainly cannot do that in a glider, and the experience is a rewarding one.