Club equipment is available for cross-country flying upon receiving authorization from the Chief Flying Instructor, Field Manager, and/or the Line Chief. It is the responsibility of the pilot to obtain the proper cross-country checkout before attempting such flights. Other responsibilities include ensuring that all equipment is serviceable for the flight, including the trailer for the possible retrieve. A retrieve crew should be arranged ahead of time as well. Since the possibility of damage to the aircraft is greater in an outlanding, the pilot should be aware that he must pay the insurance deductible waiver before flying cross-country.
For flights up to 200 km in Ontario, the pilot needs to fly on a day that has 4-5 hours of good soaring conditions and possess reasonable thermalling skills. Pilots should know the basics of map reading, using the compass, use of GPS Navaids, and have good short field landing technique. These flights can usually be done even in a 1-34 flying very conservatively. Attempts Gold distance (300 km) are more difficult as the average speed must increase, and pilots will encounter greater variation in the soaring conditions and the terrain. Judicious course selection can help with the variations in terrain. The best way to fly faster initially is to stay on course. Novice pilots are used to wandering about the sky in search of the best lift with little regard in general to where we are going. On longer cross- country flights such wandering tendencies can add many extra kilometres to a task. Getting lost should not be an issue today with the modern navaids. However, carry a map and learn how to use it (your batteries may die)! The following sections represent some of the typical information that pilots may ask instructors and other experienced pilots about cross-country flying. If you know something about each of these topics, then you will be well on your way to a successful cross-country
On occasion a glider may be towed cross country to a distant location. In this event, note the following:
- It is easy to exceed the maximum tow speed for a glider. Ensure that the altitude, airspeed, and towing position (high or low) are agreed to by the tow pilot and the glider pilot before take-off.
- The high tow position is the normal towing position and the low tow is that seen when flying below the towplane's wake during a box the propwash exercise. Glider pilots should be particularly aware that both of these positions will appear much higher in relation to the horizon that what they might expect from a climbing tow. Try to visualize the normal climbing aerotow tilted for level flight. Any towing in the high tow position will result in the tow rope running virtually parallel to the longitudinal axis of the tow plane. Thus during a tow in 'level' flight, the tow planes nose will be considerably lower than during a climb and the high tow position will have you well above the tug. You will generally know how high you should be as you will not develop slack rope if you are in the proper position. It is a good idea to receive further guidance on this from an instructor before you attempt such a flight for the first time.
- On arrival at the destination, do not release too soon. It is better to wait until you are within a mile or so of the field even if you are high, rather than risk landing out so close to home.