Motorglider Endorsement

Where does FAR 61.31 - type rating requirements, additional training, and authorization requirements apply? The High-Performance Self-Launch (HPSL) and the Touring Motor Glider (TMG) series require an endorsement under FAR 61.31 (J) (iii). As we can see, there is a mass difference between an HPSL and a TMG in operating systems, including the retraction or extension of the engine (HPSL) versus the TMG. The TMG usually has a feathering propeller. This can be operated by a manual release handle or be electrical, or even some combination of the two. As with any glider, the Glider Flight Manual (GFM) is the best place to review and study how each component may operate and its restrictions.

The HPSL is as close as possible to a pure high-performance glider. With the engine stowed in an HPSL, it appears to be exactly the same glider without the engine. The TMG is usually very low in performance. Again, there are exceptions to this. The Stemme is a true high-performance glider but can fall between an HPSL and a TMG. 

If the TMG is configured in a tailwheel design, it CANNOT be used as flight time or even an endorsement for tailwheel training and applied towards an airplane rating unless the Airworthy Certificate states that it is certified as an Airplane. Some of the Pipistrel and Phoenix TMG are. This is sometimes accomplished by removing or adding wing-tip extensions. Again, please visit the GFM and your airworthy certificate.

Review the FAA issued an Advisory Circular (AC) 61-94 in July 1984. This AC provides recommendations for glider pilots guidance who desire to transition to a self-launching glider. The content of that AC was written very well to help a pilot transition into motorgliders. The AC has a 2 Syllabus track to follow depending on what ratings the glider pilots hold: either glider-only or airplane-rated and glider-rated. Unfortunately, the AC was canceled in July of 2023. I have no idea why it was canceled. It can still be downloaded from the FAA web page, or a general Google search will bring it up.

As a CFI-G, this expired AC has an excellent basic methodology that can be unutilized. Additional reference is the FAA Glider Flying Handbook (GFH), FAA-H-8083 series, which can be downloaded free of charge on the FAA website.

As stated in FAR 61.31 (J) (iii), an endorsement is required to operate either a HPSL or TMG. This can get tricky if the CFI-G is not versed on the rule's intent (FAR 61.31). Where I am going is the following:

•  The owner obtains his/her Private Glider rating and has approximately 30 hours total time. Now decides to purchase a new HPH Twin Shark (HPSL). The only glider the pilot has flown could be an SGS 2-33, ASK-21, Grob-103, or a L-23 Super Blanik. This is an extremely large leap in performance in a glider, advanced systems, and the pilot’s ability to fly a high-performance glider. According to the FAA, all required is a certificate with a glider rating and self-launch endorsement. There is VERY little experience the pilot has at this time. Usually, the insurance company (if he/she decides to insure) has restrictions and training requirements before flying the glider solo or with a passenger. Smart? As long as the pilot starts a training program with an experienced CFI-G versed in motorglider operations. Then yes. Otherwise, you may have a problem with ability and experience level.
•  Now, the pilot/owner finds a Pipistrel Virus (TMG) and wants to receive the required endorsement under FAR 61.31 (J)(iii). It's all legal, but the operation of the Twin Shark is in no way the same as the TMG. Having your first self-launch in your new Twin Shark, with new components and switches, without ever receiving any dual instruction, could be a disaster, and the engine or glider itself may be damaged.

Proper training should be received in the make/model. If that is not available, then something similar in operational procedures and characteristics. An excellent example is the Pipistrel Taurus, which has the self-launching capability, an extending engine, and system operations identical to the HPSL (the same engine style found in most HPSL). Finding a two-place HPSL for rental and/or training is very difficult at this time (however, we will be offering HPSL dual instruction for this case shortly in the future here at Seminole Lake Glider Port).

During my years giving training for motor gliders, I always make a notation and or modify the endorsement (to protect myself). Remember, the CFI can modify or add any restrictions to the pilot during training to ensure compliance and operational safety. Actually, this becomes regulatory for the pilot’s endorsement (refer AC 61-65) as follows:

# A-79 Launch procedures for operating a glider: § 61.31(j).

I certify that [First name, MI, Last name], [grade of pilot certificate], [certificate number], has received the required training in a TMG Pipistrel Virus for self-launch procedure. I have determined that [he or she] is proficient in self-launch in a TMG only and its operating procedures.

As a CFI-G, I have just covered myself with this endorsement by specifically listing either HPSL or TMG, just in case the applicant decides to self-launch in  Acrus M and has an issue. Again, there are numerous differences and procedures between a HPSL and a TMG!

The insurance companies will give more guidance when you make application. Usually, the insurance company will require the applicant to receive or attend a training course provided by an experienced CFI-G. This course shall require a complete training syllabus! How many times when you were training, your so-called CFI-G had no such document! The consistency of training and the degree of training is lacking. Always use a syllabus so all required training is documented and covered.

Banner Photo by Petr Kolmann

 Shawn Knickerbocker has been flying gliders since the mid-sixties. Is a retired FAA DPE who held designations in Airplanes, Helicopters and Gliders for all rating, including the elusive CFI initial, plus numerous type ratings, he has over 62 FAA authorities as a DPE/SAE/SMFT. He also possesses a TCCA (Canada) License with ATP Ratings for airplanes, all classes (SMELS), plus numerous type ratings and Aerobatic Instructor (ABI) in Gliders for Canada. He was the SME for the FAA in rewriting the Airplane Handbook, Helicopter Handbook and the Glider Handbook and PTS in 2000. He was instrumental in developing the CAP Glider Program for Florida back in the mid 90’s to include the “wing runner & tow pilot manual” and has developed many other training programs for the military and US Government Aviation Agencies. He is the current Program Manager for the SSA Cross-Country Instructor Pilot Program. Shawn been flying 58 years, a FAA Master Pilot with over 25,000 hrs. Shawn lives at Seminole Lake Glider port. Email; [email protected]. C- 904.382.9614