Click a control for a description.

 

 
 
 
 
 

G-Meter

When performing aerobatics, this indicates the amount of stress being imposed on the airframe.
 
 
 
 

Oxygen cylinder contents gauge.

Indicates amount of oxygen remaining, and therefore the length of time available at high altitude.
 
 
 
 

Turn and Slip Indicator.

This has two parts- a simple spirit level at the bottom, to indicate turn co-ordination,and a gyroscope which shows the rate of turn. Mainly for cloud-flying.
 
 
 
 

Airspeed Indicator.

Comparable to a car speedo, except that it measures speed through the air. (Which in high winds might not be the same as the ground speed.)
 
 
 
 

Electric Variometer

A sensitive electronic instrument, capable of detecting the rising air which a glider relies on to stay aloft.Also has an audible climb indication, the "beep-beep-beep" you often notice if you see gliding on the telly. In crowded airspace, this helps safe flying by allowing the pilot to know the rate of climb whilst also maintaining his lookout for other aircraft.
 
 
 
 
 

Mechanical Vario

Simpler and less sensitive rate-of-climb indicator. - Why have two? Well, pilots have their own preferences for one or the other! To the right of the mechanical vario are two switches (Air valves, actually) which change the vario characteristics to suit either soaring(climbing) or high-speed flight.
 
 
 
 

Radio

This is a Full CAA- approved 760-channel unit. Allows WA1 to talk to Portmoak base, or to other ATC units when flying cross-country.
 
 
 
 

Altimeter.

Operates on the principle that air pressure reduces at altitiude. Has three hands, indicating 100ft per large division, 1000ft per division, and an extra hand for the 10000-35000ft range (the long thin one)
The reading shown is 400ft, which illustrates that the altimeter reading is purely a relative one- It must be zeroed, either to airfield height or to mean sea level before takeoff.
 
 
 
 

Magnetic Compass.

These days mainly a backup, as navigation tends to be by GPS satellite system.
The compass doesn't need electrical power, though, whilst GPS does!
  A separate GPS unit is used when required, therefore it does not appear in this photo. For more info on GPS navigation, check out the Garmin website.

Battery meters and master switch.

WA1 relies on two 12 Volt rechargeable packs for instrument power.As sailplanes have no engine to provide charging, these are charged in the hangar. Some gliders have solar panels for instrument power.
 
 
 

Instrument power controls.

Each instrument has its own fuse and isolator switch. This permits in-flight fuse replacement or isolation of the instrument in the event of a fault.