INTRODUCTORY FLIGHT PILOT COURSE BOOKLET AND RECORD OF TRAINING
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Contents: P3 Introduction and candidate identification P4 Privileges and limitations of the Introductory Flight Pilot (IFP) P5 Training in basic handling skills – conducted by a BGA instructor before the one day course P6 Record of training and assessment during one day course P8 Suggested structure of one day course of training for the Introductory Flight Pilot Qualification P10 Appendix One – resources for the IFP and Introductory Flight Coach (IFC) P15 Appendix Two – Conversion from BGA Basic Instructor to BGA Introductory Flight Pilot P16 Appendix Three – content for the annual refresher of an IFP P17 Appendix Four – conversion of BI coach to Introductory Flight Coach (IFC) P18 Appendix Five – Becoming an Introductory Flight Coach
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Name of IFP candidate
Sponsoring CFI
Your contact number and / or e-mail
CFI or senior instructor coach contact Total Gliding Hours Pilot In Command Highest gliding badge / qualification
Any other pertinent flying experience
Section 1 - Introduction Flight instruction in sailplanes at BGA clubs can only be delivered by a licence holder where he or she holds a valid Flight Instructor certificate for sailplanes.
Article 2 of Regulation (EU) No. 965/2012, as amended by Regulation (EU) No. 379/2014, states that: 'Introductory flight' means any flight against remuneration or other valuable consideration consisting of an air tour of short duration, offered by an approved training organisation or an organisation created with the aim of promoting aerial sport or leisure aviation, for the purpose of attracting new trainees or new members.
The safety management processes used by our clubs aim in particular to protect third parties and unqualified pilots. People who come to our clubs to have a flight in a glider should not be exposed to unnecessary risk. It is also important that our pilots involved in flying passengers are not unnecessarily exposed to potential liabilities in the event of something going wrong. That is why the activities of BGA standardised Introductory Flight Pilots are included in the BGA’s aviation risk insurance policy that has been historically limited to instructors.
Please note that the IFP is not a BI. The IFP certificate is not an instructor rating.
Scope Introductory flights may be flown by members of a BGA club where the pilot in command holds a valid licence and has successfully undergone the short course detailed in this document to become an Introductory Flight Pilot (IFP). BGA Basic Instructors can carry out Introductory Flights after they have read and understood the content in appendix 2. Introductory flight passengers (‘passengers’ for the rest of this document) must be members of the BGA club where the flight is taking place and must normally pay the club for their membership and to receive the introductory flight. Other passenger flights (such as friends and family flights where the pilot in command pays for the flight) do not fall into this category.
This booklet outlines the standards expected from pilots attending a BGA Introductory Flight Course, and offers guidance in preparing for the course and the safe conduct of an introductory flight.
Prerequisites In order to apply to the BGA for an IFP certificate, a pilot must have 50 hours or 100 launches Pilot in Command in sailplanes and hold an EASA Part – FCL LAPL(S) or SPL.
First Steps Perhaps you have a personal wish to become an IFP, or maybe you have been approached by somebody from within your club. In any case, you must have the support of the club Chief Flying Instructor before continuing.
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Once you have support from your club, you need to work on your basic handling skills, perhaps with an instructor to ensure that you meet the criteria set out in section 2 of this booklet.
The one day course Once you have satisfied your club senior instructors that you have the basic skills required and section 2 is signed, you can book yourself onto an IFP course. These courses are run regionally by Introductory Flight Coaches (IFC). Your CFI will be able to contact a coach for you. The course is run on a continuous assessment basis, and as such there is no test.
Post course Once the BGA office receives the completed IFP application form 9 (available on BGA website) and has responded to you noting that you have been included on the database and your club CFI has authorised you to operate at the club as an IFP, you may conduct introductory flights. There is a requirement for an annual refresher, conducted by a senior club instructor. The content for this annual refresher is detailed in appendix 3.
Section 1.5 – Privileges
The BGA Introductory Flight Pilot (IFP) qualification is issued following satisfactory completion of a course with a coach approved by the BGA (normally an introductory flight coach). The candidate should check that he/she fulfils the required standards as laid down in this booklet and that their home club CFI has signed the relevant parts of the record card prior to the course.
Passengers must not operate the controls of the aircraft, but passengers may be invited to ‘follow through’ on the controls, i.e. feeling the movement but not impeding the pilots control inputs. The BGA strongly recommend that pilots:
 Brief their passenger that the pilot in command alone is responsible for controlling the aircraft at all times
 Do not allow their passenger to interfere with the safe conduct of the flight  Ensure their passenger understands how to respond to in-flight directions including any
emergencies as directed by the pilot in command  Do not allow themselves to become distracted from the priority task of accurate and safe flying,
particularly below 1000’ AGL. Limitations: The pilot qualified to conduct Introductory Flights may only exercise those privileges while under the supervision of a Flight Instructor (Sailplanes), or equivalent, valid and current BGA instructor rating.
IFP privileges must not be exercised on a particular launch type unless it had been either:  Included in the course or CFI / senior instructor annual revalidation,  Or checked by the CFI within the past 12 months.
This qualification specifically excludes supervision of flying and is subject to validation by the CFI of each club where the privileges are exercised.
This qualification specifically excludes the teaching of any flying exercise.
This qualification specifically excludes the holder performing any form of “check flight”, (including site checks).
The pilot must adhere to the BGA recommendations as regards meteorological minima and maxima as listed in appendix one of this document.
Revalidation The Introductory Flight pilot must undergo annual standardisation check flights with his / her CFI (set out in appendix three. Pilots are reminded of their licence rolling recency requirement.
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Section 2 - Training in handling skills – conducted by any BGA Instructor before the one day course

Good handling skills are the core of safe flying. The following skill-set is the minimum required to become a BGA IFP. These standards must be attained before attending a one day IFP course. If in doubt about any exercise, the BGA Instructor Manual is a helpful reference.

Please note that the following exercises should be practiced from the back seat, or in the case of side by side two seaters, the seat that will be occupied by the pilot in command during an introductory flight.

A1- Lookout and Airmanship The candidate must use standard lookout techniques; scanning the horizon, checking instrument readings and monitoring the position of the aircraft in relation to the home landing area. Where any exercises are flown, they should be with consideration to height loss and position with respect to entering a normal circuit.

A2 - Speed Control
The candidate should demonstrate the ability to maintain a safe and appropriate control over airspeed and
attitude (with regard to conditions) in any phase of flight. The airspeed on any approach should never be below a pre – declared minimum, and not more than reasonable and appropriate for the conditions. The candidate
must be able to maintain a safe speed (no matter the circumstances) on the winch launch.

A3 - Lack of Slip and Skid All turns should be well co-ordinated. If mistakes in coordination are made, the candidate must be able to recognise when the glider is beginning to yaw, and take action to smoothly remedy the situation. There must be no tendency to over rudder turns - especially in the circuit.

A4 - Circuit Planning Circuits should be planned such that the final turn is completed at a safe height (normally above 300’) and at a
distance back from the landing area appropriate to allow a stable 2/3rds airbrake approach. If a normal circuit
cannot be flown, the glider should be positioned such as to achieve a safe landing with as high a final turn as
safely possible in the circumstances.

A5 - Winch Launch Failures The candidate should be able to fly the correct recovery procedure. Recovery speed should never be below the minimum discussed in eventualities and not more than reasonable. Turns should never be over ruddered. The emphasis should be on getting safely back on the ground, disregarding convenience.

A6 - Stalling and Spinning Candidates should be able to recognise a stall and the individual symptoms. They should be able to recover using standard techniques. They must be able to recognise the difference between a spin and a spiral dive, and use the correct recovery for each. Full opposite rudder must be used on the recovery from a spin.

A7 - Landings / Field Landings Landings made by the candidate must be fully held off. Candidates should be able to land and stop within a few metres of a pre-arranged area if it is safe and appropriate. The approach should be planned to ensure spare energy is available should sink be encountered in the latter part. This means planning for a half to two thirds airbrake approach to the reference point. The candidate should be able to demonstrate more than one approach to suitable candidate selected fields away from the home site in a motorglider.

A8 – Winch launching Winch launches and failures should always follow the BGA safe launching profiles (a good resource is the BGA safe winch launching page, which includes a quiz).

A9 – Aerotowing Candidates must be able to handle out of position and descents on tow.

A – Handling ability

I certify that I have flown with the above candidate. I find that they have satisfactory skills outlined in A1-9 above.

CFI Signed

Date

CFI Name

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Section 3 – Record of training and assessment during one day course

The Coach in charge of the course will sign for the completion of each exercise and / or briefing. Flying exercises not satisfactorily completed on the course must be completed subsequently with an approved person.

EXERCISE:
Pre Take Off Checks
General safe handling of the aircraft from the seat that will be occupied by the IFP (normally rear)

Coach initials

Date

Aerotow Normal Launch
Rope Break Failure (use motorglider if possible or discussion)

Coach initials

Date

Winch Launch
Normal Launch Launch Failure – Straight ahead Launch Failure – Where a turn needs to be initiated Launch Failure – Below 50’ (Winch initiated)

Coach initials

Date

Candidates are expected to fly the following Stalling and Spinning exercises and understand the issues

being presented. Standard recovery should be demonstrated throughout.

Stalling “Mush” stall and recovery

Coach initials

Date

Nose drop stall and recovery

Wing drop stall and recovery

Further Stalling Please select two of the below Reduced “G” not a reliable stall symptom
Ineffective elevator at the stall “G” effect on the stall – straight (high speed stall)
Stalling speed increases in the turn

Coach initials (two of)

Date

Spinning Spin and recovery Spiral dive and recovery

Coach initials

Date

Further Spinning Please select two of the below Changing effect of the rudder at or near the stall Spin off a thermal turn Stall and spin off a failed winch launch

Coach initials (two of)

Date

Circuits Dealing with circuits – normal Dealing with circuits – too high Dealing with circuits – too low
Approach control
Landings

Coach initials

Date

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Dealing with your Passenger Assessing your passengers requirements Airfield and flight briefings An introductory flight Hazards and care - pre and post flight

Coach initials

Date

Briefings - The following briefings have to be covered by the coach during the course:
Launching, launch failures, circuit planning, approach control & landing Objective of the introductory flight, pre flight briefing, etc Flight planning Care of passenger Privileges, limitations and responsibility

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Section four – suggested structure of one day course of training for the Introductory Flight Pilot Qualification

Title of programme:
Title of Module:
Day(s) and times of sessions:

BGA Introductory Flight Pilot One day course
0900-1800

Year of Programme: Tutor’s:
Location:

2014 BGA approved coaches
Various

Key/Common/Basic Skills:
The Introductory Flight Pilot candidate will have received specific training to the standards laid out in Part one of this booklet.

Assessment strategies:
Formative (on – going) assessment is used throughout the Module.. Feedback on this on-going assessment will be given at the conclusion of this Module.

Teaching and learning general strategies

Classroom work and theories of learning and flight are backed up with comprehensive practical in flight practice. Classroom sessions are essential to lay the background of safe aviation practice. The airborne portion must be fitted around the weather constraints of the day.

External assessment details: BGA Executive

Produced by:

Mike Fox

Equal opportunities and diversity

Date:

June 2014

Approved by:

Date:

The British Gliding Association observes a policy at all times of open opportunity, independent of disability, gender, race or any other discriminatory factor. Relevant documents referring to flying with people with disability and the challenges and opportunities involved is available on the BGA website. It is important to understand any issues regarding equal opportunities and diversity early , so that the BGA training system can try to accommodate pilots in their instructor training endeavours as far as is possible.

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Session number / timings 1 2
3
4
5

Session Aims and Outcomes
Introduction to the day and candidates / coaches etc IFP candidates appreciation of safe practice during Introductory Flights
Caring for and briefing your passenger – on the ground – IFP candidates should be taught the following topics
Caring for and briefing your passenger – in the air and afterwards
Checking of flying standards – flying emergencies and stalling exercises

Topic and Student activity
Timings of briefings and flying Privileges and limitations
Statistics and common ‘gotchas’ during introductory flights – and trial lessons as was. Flight planning
 What the passenger wants from the flight
 The safety briefing  Getting to and from
the aircraft  Something about
gliding  Role play Mindset differences between club flying and IF’s Safe practice
Student to fly briefed launch failures and other exercises as briefed

Teacher activity
Presenting / questioning etc Presenting / questioning / anecdotes (limited)
Presenting / role play
Presenting / role play
Briefing requirements and assessing the IFP

6 Flying a passenger on an Student to role play a flight Brief requirements

Introductory flight

from arrival to departure and assess

performance

Resources Notes

Assessmen EASA t references method On going
On going
On going Summative Summative

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Appendix 1 – Resources for the IFP and IFC
CARING FOR YOUR STUDENT – FROM ARRIVAL TO DEPARTURE 1. Assess your passenger
Why is your passenger here? The motivation of your passenger will vary and can depend on whether they have come as a member of a group or as an individual. Within a visiting group there can be the additional factor of peer pressure. They will not want to miss out (or chicken out), when in company with the others. Whether as a member of the group, or as an individual, each of the following factors can apply:
o They have a genuine interest in taking up the sport. o They are seeking a thrill. o They have always wanted to try gliding. o They are seeking status.
What sort of person is your passenger? The method of handling each introductory flight will depend on your passengers’ background. For example consider the extremes of an aeromodeller, (or person with previous flying experience) against that of the adventurer who wishes to celebrate an “80th” birthday! It is also important to communicate at a level appropriate to their background and age. Avoid “talking down” and take care not to confuse with technicalities or jargon.
What does your passenger want from the experience? These may range from a requirement for a smooth, unexciting flight, to someone who wants a thrill. Remember:
o Do not push a passenger into anything. o Do not let a friend push a passenger into anything. o Do not let anyone push you into anything beyond your limits or experience
The holder of a PPL or other flying licence should always be flown by a flight instructor.
2. The alien aeronautical environment Early Flying Sensations Sensitivity to flying sensations is common and in some cases may be extreme. Passengers may be disturbed by increased “G” or being banked in a turn. Warn them about these sensations and give assurances that everyone adapts quite quickly to gentle turns, and normal attitude changes.
Stalling, reduced “G” and more extreme manoeuvres will always be disconcerting to some people. In extreme cases reduced “G” may completely disorientate – and result in irrational behaviour.
Adverse Passenger Reactions Flights should be of limited duration. Continuous circling can induce nausea. Remember the flight is supposed to be an enjoyable experience!
The following signs are indicative of passengers beginning to feel unhappy! o Silence! o Inability to respond to questions o Tense neck muscles o Holding on o Leaning away from the turn o White and perspiring
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Fresh air will help if they are feeling ill, and a rapid but smooth controlled descent (70 knots and full airbrake) may be necessary. Be sympathetic and tactful. A yes response to the question ’would you like to go down now’ is a sure sign something is wrong.
Emotional and Psychological Considerations Most people will do their utmost to conceal their innermost fears. Signs of nervousness are sweating, hyper-ventilation, talking more than normal – although the latter may also be a sign of overconfidence).
Use the Right Phraseology! Passengers could easily have their worst fears “confirmed” by a poor choice of words and phrases. “It’s only wood and fabric”. “Some parts look flimsy, but in fact the glider is immensely strong”
Passengers should always be assured that they are being well looked after. Needless to say, the positive and decisive attitude of the IFP to flying reinforces the passengers confidence, but this confidence must not be abused.
3. Preparing your passenger Pre flight discussions should not be lengthy affairs and should be carried out outside the glider, so that face to face contact can be assured away from too many distractions. This discussion also serves to prepare the passenger for the experience, make sure they understand what is going on and what is expected of them, including that they don’t operate any inappropriate control. They also serve to prepare the IFP for the flight. Keep it simple. Points which may be covered might include:
On arrival Make sure that visitors are either escorted to and from the launch point, or accurately briefed on the following:
o How to get to the Launch Point. o Potential hazards en route. o Keeping behind the glider to be launched. o Are aware of the approach paths in use. o The possibility of aircraft landing other than at the Launch Point. o Keeping within a particular area for safety while waiting
Outside the glider Describe the type of glider, its construction (wood/ metal / GRP), and its country of origin. Identify the main parts of the glider, and explain how the controls achieve their effect. Check the weight of your passenger, making your own assessment if they seem unsure. If any doubt remains, have them weighed, or carry extra ballast to make sure that the minimum loading is exceeded.
In the case of children or other very small/light passengers, they may have to be carried in the rear seat. Consideration should be given to small passengers and children as to whether the parachute fits sufficiently well that it would be effective in an emergency. You should consider and younger passengers maturity and their ability to react confidently in the event of a bail out situation or other emergency. The seating height governs the view your passenger has, and a good view reduces the possibility of motion sickness. Remember - you are flying illegally if outside the weight limits for the glider, and insurance may not payout in the event of a claim.
Alongside/In the glider The following are likely to be included in your ongoing briefing;
o Wearing and adjusting the parachute. o Removing the parachute.
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o In the unlikely event of needing it, the use of the parachute and how to exit the glider in an emergency.
o Adjusting the seating. (foam must be firm / shock absorbing if used) o Adjusting the harness. (Is it effective)? o Areas in the cockpit for your passener to hold on to if required. o Controlling the canopy. (Emphasise – Not for passengers)! o Operating the release. (Emphasise – Not for passengers)! o How to exit the glider after landing. (Who will get out first)? o Loose articles – cameras etc – extreme caution. o Explain the basis of the launch and what to expect.
Inside the glider Reinforce how to get in and out, and assist the entry of your passenger. Help them settle onto the seat. Explain again how to fasten, adjust and release the harness. Point out the canopy jettison, and summarise how to exit the glider in an emergency. Explain again where to put their hands and feet. What can, and cannot be touched! Your passengers’ feet must be well clear of the pedals during the launch / landing (‘flat on the floor’).
Having used this briefing to explain the risks and how together the IFP and passenger are mitigating them, don’t forget that the passenger is there to have fun and enjoy the experience!
Post flight Discussion Share in the experience with your passenger and answer any questions that arise about the flight, or gliding in general, and how to become a member. All passengers on Introductory Flights are potential members!
After the flight, ensure your passenger is not abandoned. If you are unable to look after him / her, make sure an enthusiastic colleague continues the good work already achieved!
THE INTRODUCTORY FLIGHT A safe flight follows meticulous and risk adverse preparation.
Are the circumstances suitable for a safe flight? The safety of the passenger is paramount and if there is any factor that needs consideration with regard to the safety of the flight, there is no decision necessary - the flight should not take place.
In is essential that: o you are current o you are familiar with the aircraft o you are current on the launch method to be used o the weather is suitable (see Meteorological limits within these notes)? Are you sure you can easily cope with today's conditions? o Your licence and experience is valid
Some other challenges for consideration; o Low Sun? o Misting canopy? o Are there adequate options available should a launch failure occur and are you current in handling launch failures in these conditions? No wind and a short runway can be very challenging o Is there time available for the flight?
Conditions are not always ideal for introductory flights even if general club activity is continuing.
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Whilst there are always those who will enjoy being thrown about whilst flying, the majority will not appreciate it. Situations best avoided are strong convection or turbulence, poor visibility, and any condition near the limits for flying. As you acclimatise to the flying conditions, it is all too easy to overlook a gradually deteriorating situation. If the first flights are to be a pleasant experience, they must be conducted in appropriate weather conditions. An introductory flight by any pilot, including FI’s should be carried out whilst maintaining the lowest risk possible.
The following conditions are considered inappropriate for introductory flights. DO NOT LAUNCH IF:
o Launching into cloud o Launching in rain, or if the flight is likely to be in flown in rain. o Launching with rain/snow/ice on the glider. o Launching with misted canopy.
SEEK ADVICE FROM THE INSTRUCTOR IN-CHARGE BEFORE LAUNCHING IF: o The wind is turbulent.(Varying by more than 10 kts). o The wind is strong (>20 kts) o Cloudbase is less than 1200’ o Flight visibility is less than 5km o Launching above more than 4/8th cloud
All flights must be completed by time of official night.
Flight with members of the public must be conducted so as to keep risk to the lowest possible. If in doubt, Keep it safe
Good flight planning is essentially evaluating the situation, identifying the risk, and taking action to eliminate the risk. If a risk still exists, then the flight is ill advised and should not be attempted. Remember the old pilot's adage "A superior pilot uses his superior judgment to avoid those situations requiring his superior skill."
Pre-Flight Important Detail It is most important that the Introductory flight pilot prepares him/herself and the glider for the flight. Many accidents are caused by poor pre-flight preparation. Factors to focus on could include:
o Aircraft serviceability DI o Pilot and passenger weights – c of g position max all up weight o Seating position – control clearence o Loose articles – cameras mobile phones etc. o Pre flight checklists o Eventualities o Cable position o Conflicting air traffic o Weather

Pre-Flight Checks and the Flight Having strapped in, briefly explain your actions as you carry out your pre-flight checks. Once
the checks are complete (including EVENTUALITIES), keep the interest of your passenger whilst the final preparations are being made. If for any reason there will be a long delay, it may be best to exit the glider until flying recommences. Hot cockpits = uncomfortable or nauseous pilots. Ballast – do you believe your passenger? If in doubt, weigh them.

Comment “just in advance” on areas of flight which are potentially upsetting:  Bumpy ground run.  Noise.  High nose attitude on winch launch.
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 Noise of cable release.  Lowering the nose.  Opening of airbrakes.  Level of turbulence to be expected.
The content of the flight is determined by the needs of the passenger NOT THE NEEDS OF THE IFP.
Avoid “jargon” (or disconcerting language!)
Having decided that the flight is possible in safety, a plan of the flight/s can now be considered. The passenger should be briefed accordingly with any limitations of the flight identified (e.g. “Today there is very little lift so we will be only able to do a simple circuit”).
In order to make sure that a safe circuit is possible at the end of the flight, all soaring should be carried out upwind and to one side of the launch run. Care should be taken to stay well within gliding range of the landing area so that at the termination of the flight a safe circuit can be achieved. A high well planned circuit will allow for alternative landing areas to be reached should the originally selected area become obstructed. Being too adventurous increases workload and in consequence increases risk. If hill soaring, in marginal conditions or with high congestion, exercises will have to be curtailed to reduce workload and the flight aborted, to maintain safety limits.
Your skill in avoiding an accident in difficult conditions does not need to be tested EVER.
Having decided what is possible, advise your passenger and carry out the pre-flight checks. If you are interrupted whilst doing pre-flight checks stop and start again. Don’t rush it.
Plan to land well into the landing area, do not try to land short or into a cul-de-sac. Always keep an alternative landing area available at all times. Higher steeper approaches are safer than low shallow ones and provide more options.
During the flight be prepared to modify the plan if conditions dictate but do not dither if you need to do something to bring the flight to a safe conclusion.
Simultaneous flying and talking involves a higher than normal work load. There are additional pressures simply due to the presence of another person. This pressure could result in your failing to cope with a situation that you would manage easily when flying solo. If the situation does get difficult, KEEP QUIET and fly the glider! Be aware of your responsibilities to your passenger, and fly well within the normal limits used when flying solo. If your normal solo flying is ‘adventurous’, don’t be with your passenger. If due to a large passenger the view from the rear cockpit is restricted, fly the glider from the front.
If the flying gets difficult, KEEP QUIET AND CONCENTRATE!
REMEMBER: AVIATE NAVIGATE COMMUNICATE (in that order of priority)
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Appendix two – Conversion from BGA Basic Instructor to BGA Introductory Flight Pilot
When converting from being a BI to an IFP you must realise that performing introductory flights is different to being a Basic Instructor. No instruction must take place. However, there are some blurred lines where we must show passengers some basic safety related procedures in order that they can complete the introductory flight safely.
Passengers must not operate the controls of the aircraft, but passengers may be invited to ‘follow through’ on the controls, i.e. feeling the movement but not impeding the pilots control inputs. The BGA strongly recommend that pilots:
 Brief their passenger that the pilot in command alone is responsible for controlling the aircraft at all times
 Do not allow their passenger to interfere with the safe conduct of the flight  Ensure their passenger understands how to respond to in-flight directions including
any emergencies as directed by the pilot in command  Do not allow themselves to become distracted from the priority task of accurate and
safe flying, particularly below 1000’ AGL.
There are some absolutely essential things that you must show your passenger before it is safe to fly. This will vary from site to site and aircraft to aircraft. An example list is below:
1. How to get to and from the glider or launch point safely, even if they are escorted. 2. How to get in and out of the glider safely, and without damaging anything. 3. What will happen on the flight, so that there are no surprises and they are not
panicked by any unusual sounds or sensations. 4. What will happen and how they should react in an emergency – how to get out of the
glider after a crash landing if you can’t help them, and how to bail out if commanded – what will that command be? 5. Which things they may not touch in the cockpit and what they can when requested perhaps (volume knobs etc). 6. That it’s ok to mention anything they think might affect the safety of the flight, including spotting and reporting other aircraft. 7. Dealing with loose articles such as cameras etc. 8. What to do once you have landed.
The items above could be perceived to be instruction, but any pilot who takes their friend for a ride would be expected to carry out a similar explanation. You are simply showing your passenger how to remain safe in an aircraft and airfield environ.
Once you have read and understood the information on this page and pages three and four of this document, please ask that your CFI signs your log book to note that they are happy that you have understood the information and differences between the BI and IFP, and they are happy for you to continue as an IFP within the BGA system.
We hope you continue to enjoy introducing new people to the sport of gliding within this new framework. Keep up the good work!
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Appendix three – content for the annual refresher of an IFP Introductory Flight Pilots are flying with our most precious cargo – short term members of the club who expect to be kept safe. As such, the annual refresher flight serves to ensure that the pilot not only flies safely, but that his or her judgement is appropriate to the role of an IFP. The annual refresher can be carried out with an IFC, BGA RE or the club CFI or Deputy. The annual refresher content should constitute a minimum of three winch launches / winch launch failures, or one high (above 3000’) aerotow with appropriate briefings. The annual refresher must include the launch types to be used by the IFP. Content must include the following:
1. Launch failures (discussion only if aerotow, but must be practical if winch launches are in use for introductory flights)
2. Stalling recognition and recovery 3. Spin recognition (at the wingdrop stage if winch launching) and recovery 4. Approach control safety 5. Planning an appropriate flight, well within the ability of the IFP Optional content could include: 1. Further stalling 2. Further spinning 3. Accurate landings
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Appendix Four – conversion of BI coaches to Introductory Flight Coaches (IFC) BI coaches are trained to teach glider pilots as Basic Instructors. In order to convert to an IFC, you must read this booklet and agree to begin teaching IFP’s to this syllabus. It is very important to note that the IFP is in a different regulatory framework to the Basic Instructor.
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Appendix Five – Becoming an Introductory Pilot Coach Qualifications Valid licence and medical Valid Flight Instructor (Sailplanes) Certificate 300 hours total time in Sailplanes including 150 hours or 300 launches instructing Training
1. Observe one or more IFP course run by one other approved (by the regional senior coach) IFC
2. Run one IFP course under the supervision and satisfaction of another (different) approved IFC
Approval Following formal notification to the BGA using the designated form, the IFC will receive written approval from the BGA.
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