UPDATES TO THIRD EDITION
These changes have been incorporated in the fourth edition
NOTAMS
NOTAMs now contain an additional line of text. This text is called the
NOTAM Code or ‘Q Line’ and contains a comprehensive description of information
contained within the NOTAM. The codes used can be seen on the
NATS announcement.
For example, a NOTAM activating a danger area would have the
following Q line in addition to its normal contents:
Q) EGTT / QRDCA / IV / BO / W / 000 / 024 / 5238N00036W006
The Q-line does not make reading the NOTAMs any easier but it allows software to sort out the relevant NOTAMs more easily.
Added by John McCullagh 24 Sep 2005
CLASS B AIRSPACE
It has long been predicted that the level for controlled airspace will be lowered to FL195 from FL245. The latest estimate for the introduction of the level lower level is now the end of 2007. All Class B becomes Class C airspace with effect from 16 March 2006. The VFR requirements are now 1500 metres horizontally and 1000 feet vertically from cloud whereas in Class B you just had to be clear of it. No UK Airspace is Class B after that date.
Added by John McCullagh 24 Sep 2005 & 23 Feb 2006
LITTLE RISSINGTON
Little Rissington is no longer listed in AIP as a glider winch-launching site. The illustration on page 15 gives Little Rissington as an example of a winch launch hazard at another airfield but this is no longer valid. Another airfield will be used as an example in the next edition.
Added by John McCullagh 30 Nov 2005
NEW BRONZE PAPERS
The BGA has issued new Bronze papers on a CD-ROM. A program of this CD will generate exam papers with questions drawn at random from a database on the CD, plus a marking template for the instructor. In my opinion there are many errors in the new papers, plus some new obscure questions. I have contacted the BGA and I have also pasted in my comments below
Comments on new Bronze papers
Added by John McCullagh 3 Dec 2005
CHANGE TO THE LOW FLYING RULE
CAP393 in October 2005 changed the low flying rule. Basically the change reduces the minimum height over congested areas to 1000 feet, but you must still be able to glide clear. The exemption to the 500 feet rule is only available to competitors within one kilometre of the people gathered to witness the event.
Added by John McCullagh 24 Feb 2006
EASA
The introduction of EASA legislation on registration, C of A, the keeping of log books etc has resulted in some minor changes to the book. If the glider is imported after 28 September 2003, it must carry a G registration, have a CAA approved C of A and the pilot must keep a log book.
Added by John McCullagh 24 Feb 2006
BATCH OF SMALL CHANGES FOR EDITION 4
The following changes are as a result of the BGA's new Bronze Papers.
If you have a medical emergency on the ground, you can of course use any of the frequencies on your glider's radio, not just 121.5MHz
You should wait at least eight hours before flying if you have consumed a small amount of alcohol.
Any newly-rigged BGA club aircraft or any BGA club glider which has been subject to adjustment or repair since its last flight, must be first flown by a pilot approved by the CFI or his deputy for that purpose.
Hypoxia will occur at lower altitudes for smokers
Hyper-ventilation is caused by the over-reduction of carbon dioxide in the blood. Not as claimed in the December 2005 BGA Papers
When flying in Class B (or eventually Class C) airspace, set the altimeter to 1013.2mb
When flying away from a ridge to escape orographic cloud the wind may not be at right angles to the hill. The minimum flying distance to clear the ridge is obtained by flying slightly into wind rather than directly at right angles to the ridge. Because you are flying into wind, your best glide speed will be 5-10 knots higher than for still air (see polar curves in Aerodynamics chapter)
The phrase 'geostrophic wind' has been added. The geostrophic wind is the result of the combination of the pressure difference and Coriolis Effect.
The wind backs and increases before a warm front. It veers and increases before a cold front
Three conditions needed for a thunderstorm: unstable air mass, moist air near the surface and a source of upward movement - usually heating but can be a front or air moving up a mountain slope
The most common charts showing isobars show sea-level pressures
Abbreviations added for cloud types: eg Cu = cumulus, Ci = cirrus etc
The amount of moisture in the air compared with the maximum amount that it could hold for a given temperature is known as the ‘relative humidity’.
The maximum length of an aerotow rope is 150 metres
The three axes: pitch, roll and yaw, are fixed relative to the aircraft, irrespective of which direction it is pointing.
Differential ailerons are one method of reducing adverse yaw. Differential ailerons deflect the down aileron much less than the up aileron, so that the additional profile drag from the down aileron is much less than that from the up aileron.
Insufficient weight in the cockpit, especially in the front seat, moves the centre of gravity back and is therefore exceptionally dangerous because it makes it difficult to recover from a stall or spin.
Because there is a maximum speed for flying with a positive flap setting, you should slow up before changing the flap setting. However to get the benefits of the right flap setting as soon as possible, change to negative flap settings before speeding up.
The centre of pressure is about one third of the way back from the leading edge of a glider's wing
A slight clarification:All accidents and all incidents which might have caused injury to persons or damage to aircraft must be reported on the BGA’s accident form within one month of the occurrence and within 24 hours if the accident has resulted in death, serious injury or substantial damage to any aircraft. Serious accidents must also be reported as soon as possible to the Police and the Department of Transport Air Accident Investigation Board.
Added by John McCullagh 24 Feb 2006
OPENING THE AIRBRAKES AT SPEED
Normal load factors for gliders are +5.3g and -2.65g at manoeuvring speed Va. This is normally 2.25 times the normal stalling speed. However it is important to realise that the placard in the glider only gives the major limitations and that almost all gliders have the maximum load reduced to 3.5g when the airbrakes are open. In event of a risk of over speeding and exceeding the Vne, it is generally better to open the airbrakes and limit the speed than to keep them closed and have the additional strength margin.
Added by John McCullagh 24 Feb 2006
SOME QUESTIONS OF MARGINAL RELEVANCE
The BGA asks some questions in the new Bronze papers which are of, at best, marginal relevance. (I have not seen all the questions so there may be others.) The topics are difficult to include in a coherent book, so I have alerted you here.
"Which method of reducing dip error in the magnetic compass (not Bohli type) is the correct one?" The answer is "to suspend magnets below the pivot".
"What is the principle of the gyroscope in the turn indicator?" The answer given is "If a turning force is applied to the gyro, the resultant movement will be 90 degrees from the initial force and in the direction of rotation"
"While flying in cloud you notice the ASI reading strangely such as showing less speed after the stick has been moved frowards (sic). What is the most likely cause?" The answer given is that there is ice in the pitot system. The other choices are: water in the pitot system, ice in the static system or you are fully stalled. It is not sensible to provide enough information in Bronze & Beyond to diagnose problems with ASIs in flight.
"Approximately what proportion of the weight of a glider is supported by the lift from the upper surface of the wing?" Answer given 80-110%. It is possible to measure the pressure at various points on a wing and draw a graph of the pressure above and below the wing at various places along the chord, ie from the leading edge to the trailing edge. This graph indeed shows that most of the pressure differences at positive angles of attack comes from above the wing. See graphs of pressure distribution However the percentage quoted is highly unreliable. It is also debatable that this question has any relevance
Added by John McCullagh 24 Feb 2006
BGA DAILY INSPECTION CHECKLIST
The BGA has published a checklist for daily and annual inspections. The daily list can be found at Daily inspections
Added by John McCullagh 24 Feb 2006
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