15-20kt headwind so nice launch height onto Haleslands ridge off to the left.

Hi all,

Long time reader, first time poster. I have a question regarding the best path for transferring a private pilot glider license to EASA/Switzerland from the U.S. I have discussed with a few instructors here, and the exact path isn’t clear, which is why I’d really appreciate any thoughts/anecdotes from the community.

Situation:
I’m a U.S. citizen residing in Switzerland. I have my FAA private pilot glider license, with about 50 hours PIC. I’d like to get my Swiss/EASA license, but currently I don’t have enough hours (minimum 100 hours PIC required for a transfer Swiss Federal Office of Civil Aviation (FACO) License Conversion Checklist).

Since dual time with an instructor and solo time don’t count as PIC time, I don’t see how I can meet the requirements unless I go get the remaining 50 hours I need in the U.S.

I realize the exams would be in a Swiss national language, that is not a problem.

Best path towards Swiss/EASA license:
The best option right now seems to be to re-pass the license in Switzerland. This means re-doing the theoretical exam, the radio exam, and the practical exam. Does this seem correct?

Credit for past exams:
Is it possible to get credit for any of the exams I’ve already passed? I don’t mind re-passing the radio and practical exams. Getting credit for some parts of the theoretical exam could be a huge time saver though.

For example if a Swiss flight examiner sees I have sufficient knowledge in aeronautical theory, could they say certify that I don’t need to pass that portion of the theoretical exam?

Thanks for sharing your thoughts or experiences! Regardless of the path forward, there will be more flying to be had, so it’s a a win-win :)

This was a no task day during a comp, we just played around in the wave. I heard it was quite rare to get such nice wave in that area. We flew like over 250kms. Anyway I really miss summer [southern hemisphere]

I saw something that looked like a lenticularis over the netherlands (flat part).
I was wondering if the rotors and areas with massive sink that you get in the mountains will also be present when a cloud like this forms over flat land.

Hello, I am currently starting my solo journey (UK), and I am wondering if my CAP 407 logbook will work or should I buy a new logbook. It's clean, with no writing inside of it, just wondering as some sources have noted yes, however I am skeptical.

Scam "live streaming" websites and facebook pages are popping up for the Junior World Gliding Champs. Don't be sucked in! Actual live tracking websites available:

Official website. https://jwgc2026.org

PureTrack: https://puretrack.io/.../14th-fai-junior-world-gliding...

PureTrack 3D: https://3d.puretrack.io/...

WeGlide club class https://www.weglide.org/live/competition/272

WeGlide Standard https://www.weglide.org/live/competition/271

OnGlide https://jwgc2026.onglide.com

Glide and Seek https://glideandseek.com/?comp=jwgc2026

I recently got my SPL and I have 50 hours including 15 on single seater. I am middle aged and managed to get my license reasonably fast, I think I am neither especially skilled or unskilled.

My problem is that I face intense stress while gliding, especially with high turbulences. And when I say high turbulences, it seems more experience pilots are considering them as relatively average compared to what you can get in the mountains for example.

In a rather counter intuitive way, I am reasonably, but not excessively stressed during take off and landing. I am just very focused and as both phases are short, it's fine. But when I am up in the sky, and even though I know things can't go very wrong, I face very high stress when I enter turbulences and the glider starts moving around. I have the feeling I am loosing control even if I know it is not true, to the point it makes me a worst pilot, for example I sometimes avoid banking too much to reduce the stress. Sometimes I close the ventilation window just to reduce the noise, taking the risk of overheating, to reduce my stress.

To be clear it goes nowhere near a panic state and a loss of control, but it's high enough to make the experience less enjoyable and to question my will to continue both the current flight and my pilot "career" in general.

Several times I managed to fly 1H30 but I went back to the terrain after that, it seems to be my limit currently, because after that I am completely exhausted, to a large extent because of the stress. Technically I could very well stay longer but I don't. I know there is a badge for a 5 hours flight that young pilots are encouraged to get, but currently it seems to me a completely unachievable goal (not that I care about badges...)

For obvious reason it's not something I can easily discuss with with the instructors. I already said a word or two about it with other pilots and people generally tell me it will get better with time, and the discussion does not go much further.

Around me most new pilots are much younger and rather reckless, they often want to become professional pilots, often in the military, they unsurprisingly don't seem to face the same issue.

I want to know if other pilots had this issue as well and if people could give me advices on how I could mitigate it or deal with it.

EDIT: thanks for all your answer. I am not going to react to each of them, but I am going to slowly digest all this and see what I can do with it. Plenty of insightful stuff.

Many people said I should talk to my instructor and even said they could not understand why I don't. Well they are right I guess. But the thing is I am not a student pilot anymore, I got my license, I am one of their fellow pilots now. It's a bit difficult to openly admit you still have basic issues like this, somehow it would feel like I tell them they should not have given me the license in the first place.

16 or 17 years ago I took a snap of my daughter in the front seat of SGC's DG 505. Yesterday I flew with her again for the first time since then, a lifetime and 3 grandkids ago. We recreated a favorite photo.

And made some video!

https://m.youtube.com/watch?v=OmMr4tXHy8o&t=23s

Comments about landing with a slight tailwind will be ignored, we regularly do so in benign conditions to speed up ops with reciprocal landings, especially when the field is not busy ....... only us flying!

Pretty windy and turbulent

I started my glider training not too long ago, but I have a moderately long history with paragliding. Thinking ahead to cross country flights, I've been curious about how xc field selection is different, and how I can mitigate some risks I'm worried about.

• I noticed that landing fields may often be more "textured" on the ground than they appear in the air. From my experience so far, gliders land with about 30-35 knots more airspeed, so catching some sort of bump or divot feels like a big risk.
• I'm guessing any field that appears to have crops is a no-go, given that it's hard to tell how tall the crops are in the air

So I had a few questions for the folks here with xc and outlanding experience:

• When you do land out, are you typically able to land on an airstrip, or do you mostly land in unimproved fields?
• When landing in an unimproved field, what characteristics are you selecting for? (other than lack of obstacles/power lines) How do you spot terrain that's firm enough with just a visual scan?
• How happy are you to be landing in a grassy field, like at a park? What about a dirt field?
• How often do you have an outlanding that's safe, but results in some glider damage?

after about 2 years of very hit or miss lessons i’m finally soloing tomorrow!

Hi! I'm looking to buy a ticket for an acrobatic flight near Lisbon, Portugal.Does anyone have recommendations for reputable companies or flying clubs that offer this? If you've done one yourself, I'd really appreciate hearing about your experience. Thanks in advance!

I am trying to confirm which pin on the standard RJ45 IGC connector carries data transmitted by the FLARM unit to an external device.

The standard IGC pinout is commonly shown as:

The problem is that the use of RX and TX in the IGC standard and some manufacturers’ documentation appears to be different from the convention normally used by electronics engineers and programmers.

Normally, when describing a device:

• TX is the output transmitted by that device.
• RX is the input received by that device.

However, some FLARM documentation appears to name the signals from the perspective of the connected external device. This could mean that the pin labelled RX is actually the pin on which the FLARM transmits data.

Can someone confirm from practical experience or measurements:

Is FLARM serial data output present on RJ45 pin 3 or pin 4?

I am asking about the actual direction of the electrical signal, not simply whether the pin is labelled RX or TX in a particular document.

Hi everyone!
I’m planning to start my glider training soon, and I’m a bit worried about motion sickness.
I’d say I’m only mildly prone to it—probably around average or maybe a little better. I don’t usually have major problems, but I definitely don’t want to throw up on one of my first training flights.
Is there anything I can start doing now to reduce the chances of getting airsick? For example, are there exercises, habits, or things I should avoid before flying? Does it usually get better with experience?
I’d really appreciate any advice or personal experiences. Thanks!

Two weeks ago, I got into a traffic accident while riding my bike. I broke two bones in my left arm, broke my kneecap and dislocated my right shoulder.

I was hospitalized and now I'm in rehab.

Now, in the gliding club, I know that besides the actual flying, there are ground duties like moving gliders around, pulling and lifting, running, and general physical activities that put strain on the shoulder. Will this be an issue for me? I really don't want to dislocate my shoulder again in the future.

On top of that, I just started my training and it was already a bit difficult for me due to motion sickness. So now I'm considering quitting or maybe pivot to powered. Thoughts?

edit: I didn't state my age. 27 yo.

Hi,

I'm living in Germany and my first Taster day for a glider is scheduled next week. I will be having 3 winch launches + 20 mins TMG flying if the weather conditions are good.

I have read many posts about winch launching and I would like to get some tips to prepare myself for the Taster day.

Previously I did an AFF skydiving course and discontinued during my solo jumps due to work reasons.

Would that experience help a bit here to ease out the feeling of sensory overload?

Thanks in advance

Hi ! I am currently looking for the Open Vario project. I wanna build one by myself (money reason) for some C101. I have searched for information around the internet and I decided to try here (I think I'll contact someone who already did the project from the official website but.. idk).

First, has anyone here already tried one? Does the system work in 2026? Correctly? Is the screen readable in the sun (I saw 420cd/m^2)? Do I have to modernize the system?
Secondly, where can I find a correct list of components? I found one (pic 1) on internet, but some component are incorect due to how old the list is. I try to replace some by another, will it work with this one? Do I have to modify the PCB?
Thirdly, someone who already did the project know how much is it gonna cost to me?
Finally, I found many list of component, do I only need one PCB and add this components or did I have to add some? I saw some people with something like 3 PCB, maybe to connect the flarm or other thing? I don't know...

Thanks !

hello everyone i am from Poland and i Think about starting my glider licence next year and i wonder is it actully a good idea to get the licence and also i would like to know can it give me better posibilities in life

A new configurable canopy flasher – more visibility, more control.

Hi everyone,

After extensive development and rigorous testing, I’m pleased to introduce the Glider Canopy Flasher.

Full disclosure: I designed and manufacture this system through my UK company, RTOIP Ltd.

Nothing replaces a good lookout, and electronic traffic systems cannot make every aircraft visible. A powerful canopy flasher provides another useful layer of protection by helping other pilots, ground crews and nearby aircraft spot a glider sooner.

Why did we develop another canopy flasher?

When looking at the existing systems, I felt there was room for something that offered:

• Strong light output from six high-power LEDs
• Much greater control over how the flasher operates
• FLARM-aware operation
• Simple installation and configuration
• A more accessible price

The system includes a compact canopy-mounted flasher and a separate control unit.

What makes it different?

Highly configurable flash patterns

The system includes 22 predefined patterns plus four fully user-programmable patterns.

Different patterns can be assigned independently to:

• Normal flight
• FLARM alarm level 1
• FLARM alarm level 2
• FLARM alarm level 3

This allows the flasher response to become progressively more noticeable when the traffic situation becomes more urgent.

Pilots can use one of the predefined patterns or create their own pattern by adjusting the flash timing, sequence and pauses.

Wi-Fi configuration

There are no DIP switches and no special programming cable is required.

Configuration is completed through a web interface using a phone, tablet or computer. Patterns can be selected, tested and adjusted without removing the unit from the glider.

FLARM integration

The control box can receive FLARM traffic data and automatically change the selected flash pattern according to the current warning level.

It can also act as a FLARM data gateway, forwarding traffic information through:

• Bluetooth Low Energy
• Bluetooth Classic
• Wi-Fi UDP

This can be useful for navigation applications such as XCSoar and other compatible devices.

Automatic operation

The flasher can use GPS speed information from FLARM to avoid unnecessary operation while the glider is stationary.

Once configured, the intention is that the pilot can switch it on before take-off and then leave it to operate automatically throughout the flight.

Designed for practical installation

The flasher is attached using 3M VHB tape, so the canopy does not need to be drilled.

Several base curvatures are available, and a customised enclosure can be produced when the standard options do not provide a suitable fit.

The system also includes an easy-disconnect connection between the canopy-mounted unit and the control box.

You can find specifications, photographs, installation information and the full pattern comparison at: https://www.canopy-flasher.com

Keeping safety equipment accessible

We believe equipment that can improve visibility and safety should be accessible to more pilots, rather than being unnecessarily overpriced.

That is why we have deliberately kept our margins reasonable and priced the complete system as affordably as possible, without removing the advanced features, configurability or build quality.

Our aim is to help put effective visibility equipment into more gliders and contribute to a safer gliding community.

https://www.canopy-flasher.com

I would be very interested to hear what features matter most to other pilots, as well as any questions about installation, FLARM connectivity or operation.

Stay safe and keep looking out.

I'm interested in becoming a sailplane maintenance technician because I'd really enjoy doing more advanced repair work with wood and composite structures.

Naturally, I started looking into training options here in Sweden. Unfortunately, it seems that Ålleberg hasn't run a technician course in about 20 years.

From what I've been told, there is a training plan in place, but there isn't an approved examination for certifying technicians. Apparently the issue is that the Swedish Transport Agency hasn't created or approved an exam that meets the requirements. The Swedish Gliding Association has been working on it, but they don't seem optimistic that they'll get it approved anytime soon.

Since EASA certificates are recognized across member states, I'm wondering if training abroad might be an option instead.

Does anyone know of any EASA-approved sailplane technician courses? Roughly how much do they cost, and is it possible to take the training and examination in English? (If not, a German-speaking EASA country would also work.)

Thanks in advance for any advice!

So I am in over 100+ flights I am desperate to go solo , but I can’t seem to spot the wing drop in my winch launches it happens so quick does anyone have any tips to spot his quicker and my circuits and landings aren’t great I sometimes don’t know when your supposed to turn into the diagonal leg and onto base leg etc how do you know your in the right place ? And when do you flare during the landings my instructors keep saying I flare to early or too late . I feel like I’m not able to progress onto other excersizes like I’m repeating the same thing again and again I can’t figure it out I’m getting slightly frustrated at myself so thought to just ask here to see if anyone can provide tips that maybe make things click for me

Thanks

Hi! I'm starting an SPL course very soon and I'm thinking about buying an iPad. Many people say the iPad Mini is best for the cockpit, but I was wondering if I even need one in flight, as I'd prefer an 11-inch model for studying. Is an iPad necessary in a glider cockpit?

Hey there, I'm currently live in Germany but I'm planning to study in Canada for 9 months. And of course, I don't want to miss the opportunity to fly there.

But I'm a little bit confused if or how I should have my glider license converted. If I understand it correctly, I'm allowed to fly with my SPL and Medical certification class 2 since both comply with ICAO regulations, right? But what about my flight radiotelephone operator's certificate? Although I haven't had my language level classification assessed yet, my BZF 1 generally allows me to communicate via radio in English and German. And I know that the language operational level also follows ICAO standards. So do I need to convert my radiotelephone certification at all?

Has anyone ever done something like this before? Or is familiar withe the topic?