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. 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. 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  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. •  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 Gliderport/Airport Traffic Patterns and  Operations 7-22