and roll-out within the performance limitations of the particular self-launching glider. The pilot should also take into consideration any crosswind conditions and the landing surface. After touchdown, the pilot should maintain direction control and slow the self-launching glider to clear the landing area. The after-landing checklist should be completed when appropriate. 

Common errors during landing include: 

• Poor judgment of approach path. 

• Improper use of flaps, spoilers, and/or dive brakes. 

• Improper approach and landing speed. 

• Improper crosswind correction. 

• Improper technique during flare and touchdown. 

• Poor directional control after landing. 

• Improper use of brakes. 

• Failure to use the appropriate checklist. 

• Failure to use proper radio communication procedures. 

## Gliderport/Airport Traffic Patterns and Operations 

The pilot must be familiar with the approach and landing traffic pattern to a gliderport or airport because the approach actually starts some distance away. Gliderports and airport operators should comply with Federal Aviation Administration (FAA) recommended procedures established in Advisory Circulars (AC), the Aeronautical Information Manual (AIM), and current FAA regulations for operating in United States airspace. If glider operation is conducted in other countries, the air regulations for those countries would apply. These publications also serve as good references to ensure safe glider operations. 

Pilots need to determine a proper visual reference point as an initial point (IP) from which to begin the approach for each landing area. The IP may be located over the center of the gliderport/airport or at a remote location near the traffic pattern. As shown in Figure 7-26,  the sequence of a normal approach is from over the IP to the downwind leg, base leg, final approach, flare, touchdown, rollout, and stop. Some gliderports and airports have established procedures to follow when conducting flight operations in and out of their airfield. It is good pilot practice to review existing approach and departure procedures so as to always follow safe established procedures. Be aware that compensation for winds often requires modifying the traffic pattern to retain a safe approach angle. 

Determining the IP comes with good training and experience. The IP should only be used as a visual reference point for 

proper positioning into the traffic pattern. Do not rely on these visual points, as when landing at a different gliderport/ airports these points will change. Pilots should develop proper placement, altitude, and distances based on current conditions. Use proper alignment for winds and always consider other environmental factors. Flying the glider traffic pattern is basically the same as a power pattern; however, the glider pilot must consider other environmental factors that affect the landing. 

Once over the IP, the pilot flies along the downwind leg of the planned landing pattern. The pilot should plan to be over the IP at an altitude of 800 to 1,000 feet AGL or as recommended by the local field operating procedures. During this time, it is important to look for other aircraft and, if installed, listen to the radio for other aircraft in the vicinity of the gliderport/ airport. Glider pilots should plan to make any radio calls early in the pattern, so the pilot can concentrate and on the landing task without being distracted. Glider pilots should be aware of other activities located at the gliderport/airport, and it is important that they are familiar with good operating practices. Glider operations usually establish the patterns for their operation with other activities in mind. Pilots new to a gliderport/airport should obtain a thorough checkout before conducting any flights. 

Pilots should complete the landing checklist prior to the downwind leg. A good landing checklist is known as FUSTALL. This checklist can be modified as necessary for any glider. 

• F laps—set (if applicable) 

• U ndercarriage—down and locked (if applicable) 

• S peed—normal approach speed established (as recommended by the GFM/POH) 

• T rim—set 

• A ir brakes (spoilers/dive brakes)—checked for correct operation 

• L anding area—look for wind, other aircraft, and personnel 

• L and the glider 

## Normal Approach and Landing 

Prior to entering the downwind leg and accomplishing the landing checklist, concentrate on judging the approach angle, distance from the landing area, and staying clear of other aircraft while monitoring approach airspeed. The normal approach speed, as recommended by the GFM/POH, is the speed for ideal flight conditions. Medium turns can be used in the traffic pattern, but do not exceed a 45° bank angle. The approach should be made using spoilers/dive brakes as necessary to dissipate excess altitude. Use the elevator to 

