1 - Authority and Control.

All operations and activities come under the control of the CFI who will normally delegate authority to a DCFI (Motor Gliders) and for day-to-day matters to the Duty Instructor.

Authorisation to fly club motor gliders will be issued by the DCFI (Motor Gliders), in consultation with the CFI, after training and/or checking out.

If an authorised, licensed and current pilot is operating a motor glider at a time when no Duty Instructor is available, he/she may self-certify such flying at his/her own discretion.

Any passenger carried must already be a current club member or have completed and signed a temporary membership form.

2 - Licences, Ratings, Certificates of Experience and Medical certificates.

Pilots are required to ensure that they hold a current licence, medical and where necessary certificate of experience.  This is the pilot’s responsibility.

Pilots are responsible for the renewal of their licences, ratings, medical certificates and certificates of experience and must bring copies of all renewals into the office for filing.

Pilots must bring any changes in medical status to the attention of the office.


d.  Club currency requirements.

In addition to the legal requirement of ‘3 take off and landings’ in the last 90 days before flying passengers (or as subsequently amended) the following Club currency rules apply based on total SLMG/TMG hours.

All motor glider pilots will require a check flight with a CAA FI (SLMG) rated instructor if:

· Pilot with < 50 hrs PIC SLMG/TMG hasn’t flown a motor glider for 42 days

· Pilot with 51-99 hrs PIC SLMG/TMG hasn’t flown a motor glider for 60 days

· Pilot with >100 hrs PIC SLMG/TMG hasn’t flown a motor glider for 90 days

Following a case-by-case review of experience with a CAA FI (SLMG) rated instructor, this may be extended or reduced.


3 -BGA Motor Glider Instructor Rating and CAA Motor Glider Instructor Rating.

a. BGA Motor Glider (BGA MGIR) Rated Instructors may only teach gliding exercises appropriate to their official BGA stage approval and subject to being approved by CFI and/or DCFI (Motor Gliders)
b. CAA FI (SLMG) Rated Instructors may instruct pupils for the UK SLMG PPL, but may not teach BGA motor gliding exercises unless they also hold a BGA MGIR.

c. Before carrying paying passengers for the purpose of a trial lesson on behalf of the club, or for any instructional flying within that instructor’s rating, the pilot must hold the minimum of a Basic Instructor rating and have 50 hours or more as pilot in command of a motorglider of similar type and is cleared to do so by the motorglider DCFI or CFI.

d. MGIR stage 1 & 2 & 3 exercises - pilots MUST be within the 42 days currency limit.

4 - Before Flight.

Before planning a flight, pilots must check the serviceability of the aircraft, and take account of the hours remaining before 50 hour check or other planned maintenance, by referring to the Aircraft Flying/Technical Log.

Before planning a flight, pilots must check the availability of the aircraft. The aircraft may be booked using the online booking system. Second and subsequent bookings may only be made after the first one has either been cancelled or utilized.

All pilots must be fully conversant with the rules of the air, relevant articles of the A.N.O. and the aircraft flight manual.

Pilots must ensure that they have checked the weather forecast and NOTAMS for their intended flights including Restricted Areas - Temporary  - RA(T) – and Red Arrows displays.

All flights must be conducted within placarded limits.


5 – Electric Motor Gliders.


FES equipped gliders are relatively new and unfamiliar to other airfield users who may not appreciate the dangers of the concealed propeller on the nose of the glider next to where they might stand.


 Insist that helpers or onlookers keep well clear of the propeller at all times.


b. Tow-out with motor disarmed and the prop-guard in-place.


When joining the aero-tow queue, make it known to the LPC (and any associated helpers) as to      what method of launch you plan to use (Aero-tow or Self-launch).


If Self-launching, join the Aero-tow queue and keep the prop-guard in-place at all times, until ready for launch.


If taking an Aero-tow or Winch-launch, make a point of advising those hooking-on that the propeller is disabled and insist that they

Approach the hook from behind the cockpitto keep clear of the propeller.


Keep the canopy open until you are have completed your pre-flight checks and are ready to start, then call ‘Clear Prop’ (loudly) before closing the canopy and arming the motor.

When self-launching, pay attention to any other traffic in the circuit - which may not be familiar with electric self-launching sailplanes (and may not expect your aircraft to launch unassisted).


6 – Ballistic Recovery Systems.


It is the responsibility of the owner with an aircraft on the airfield to make sure the aircraft is marked with appropriate warning stickers to warn others of the presence of a ballistic recovery system. 

Any aircraft not meeting a minimum standard in accordance to the BGA / Aircraft manual or to the   CFI / Safety officer’s satisfaction is not allowed to be based or flown at HB until rectified.


a. The owner or operators of this aircraft should follow all the safe guards laid out in the aircraft manual / operation procedures.

7 – Power / Electric Aircraft Movements Log.

All aircraft movements involving flight away from the airfield must be logged in the Power Aircraft Movements Log, located in the club reception area.  Pilots must complete this log with details of the proposed flight before leaving the airfield.  On return, pilots must complete the log as ‘back safely’. Failure to do so will result in ‘overdue action’ being taken.

Pilots not intending to return to the airfield should note this fact together with their intended destination and diversions on the movements log.  It is the pilots responsibility to make arrangements with their destination or otherwise, so that any non-arrival will be realised.

We encourage members to log their Flarm ID with the office as an ‘Angel on your shoulder’ if overdue action is required.

If pilots are self authorising a launch they need to operate a ‘Buddy System’ … ie make sure someone else is aware of your safe landing ETA. The Buddy will inform a Duty Instructor or the CFI in the event of being overdue. Failure to do so will result in overdue action being taken.   

8 - Flying Operational Matters.

Motor gliders should not, as far as is possible, be taxied across glider launching cables.  The taxi route to and from runway 09 should always pass behind the established launch point. The taxi route to runway 27 should always cross immediately in front of the established launch point. This may involve taxiing over up to four already laid glider-launching cables. If this is the case, it is essential that the intention to make such a crossing is announced and that full co-operation and help is sought from duty launch personnel.

Under no circumstances may a take off run or climb out, or a landing, approach or ground run, cross the winch cable run.

If in the course of training it is intended to carry out a ‘roller landing’ or ‘go around’, the greatest care is needed. A radio call on finals, stating the intention, is a necessary part of this process but must not be regarded as a replacement for ‘Good Airmanship’.

Except for flights involving the teaching of glider techniques, and emergency landings, it is expected that all circuits will be conducted in accordance with the agreed local motor glider circuit pattern.

The agreed local motor glider circuit pattern is as follows:

A downwind leg, level at 800ft agl, on the south side of the field, approximately overhead the north shore of Welford reservoir, followed by a descending standard base leg to a final turn at approximately 500ft agl.

All pilots of motor gliders (TMG and SLMG) and including those of Self Sustaining Gliders are required to know the local ‘Noise Abatement’ rules and to conform with them.

Aifield Brief

Flying Ops


Club Aircraft

Check System

Ground Ops


Fault Reporting

Radio Use

Ground Vehicles

Mutual Flying




Motor Gliding

Power Flying

Child Protection

Launch Point Ops


Go/No go


Cable on Road