Novice Rating Tasks: What, Why, and How
As you work toward your Novice rating, you’ll complete a series of tasks required by USHPA, along with additional important—but optional—skills. This guide explains the purpose of each task and how to perform it safely and effectively. (Note: Launching and landing techniques are not included here, as they are covered in detail in other articles.)
Tasks With Dedicated Articles
Some tasks require more in-depth instruction and are covered in their own articles:
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Progressive Steering / Turns – article is called “First Turns”
The below descriptions are brief, but will help Airtime Students prepare for training and understanding the goals for each task below.
Rear Riser Steering
(USHPA Required)
Rear risers can be used to steer the glider if brake lines become tangled, damaged, or unusable—particularly useful after launch or in-flight issues. Rear risers also offer better control during speed bar use, as they influence pitch less than brakes do.
How to Practice:
While safely away from terrain and obstacles, take hold of the rear risers just below the brake pulley or snap. As with any turn, first clear the area visually in the direction of your intended turn. Then weight shift and pull the rear riser gently—start with about 3 inches of input. For a sharper turn, increase pull up to a maximum of 5 inches, while maximizing weight shift. Maintain pressure during the turn, and ease off as you finish it. Repeat in both directions to develop feel and control.
Weight Shift and Brake-Only Turns
Many students initially neglect weight shift, relying solely on brake input to turn. This exercise builds awareness of how each input affects the glider—helping students understand the limits of steering with only one control method.
How to Practice:
Once safely airborne and seated, begin by executing turns using only weight shift. To turn left, for example, roll your hips and lift your right thigh—essentially lifting your right butt cheek. This initiates a left bank. Practice this in both directions.
Next, perform brake-only turns. Without any weight shift, gradually pull the brake down to your shoulder while counting (“One one-thousand, two one-thousand”) for a smooth input. Release the brake gradually at the end of the turn. Time permitting, combine both weight shift and brake pull to feel how much more efficiently the glider turns with both inputs.
One-Handed Steering (USHPA Required)
Pilots should be able to steer using one hand for tasks like seating themselves properly after launch, adjusting the harness, using a radio, or grabbing equipment. Even during active flying, it’s sometimes necessary to maintain directional control with just one hand.
How to Practice:
Hold both brake handles in one hand (on the rear side of the risers—not reaching around). Keep your hand level with the brake pulleys. To fly straight, center your hand. To slow the glider, pull straight down a few inches. To steer, clear the turn and add a weight shift. For a right turn, move the brake hand to the left—this applies tension to the right brake and eases tension on the left, turning the glider right.
Think of it like turning a car with one hand at the bottom of the steering wheel—opposite hand movement creates the turn.
Start with small inputs to avoid oversteering. Adjust based on response. If the glider turns too fast, ease off. If too slow, increase input slightly. Always return to two-handed steering if control feels compromised.
You can also practice switching hands. It’s more difficult to turn right with the brakes in your right hand due to the need to reach across. Practicing hand switches helps build comfort and smooth control during complex tasks.
Speed Bar Use (USHPA Required)
The speed bar allows the glider to accelerate beyond trim speed—typically increasing speed by 5 to 10 mph. It’s essential for avoiding blowback, reaching landing zones in strong wind, or improving XC flight efficiency.
How to Practice:
Speed bars vary by design. Some have engagement loops to help position your feet; others are simple cords or webbing. Lean forward and visually locate the engagement loop. Catch it with one foot, then bring the other foot onto the bar. Walk both feet forward so the bar rests near the balls of your feet, giving you full range of motion.
Ensure your brake hands are near trim (light tension is ideal for feedback). Then, push both feet evenly and smoothly until your legs are extended or the system stops you. Check that the pulleys have come together—or how close they are. If not, adjust foot position and press further.
To release, let the bar come back smoothly, then remove one foot at a time. Practice engaging and disengaging the system to become confident using it during flight.
Big Ears (USHPA Required)
Big Ears is a descent technique that involves collapsing the outer edges of the wing by pulling down the split A-risers. This increases drag, raises the angle of attack slightly, and results in a significantly higher sink rate—allowing for a faster and more stable descent. Although some older videos show a different method, the current technique taught to students involves completely releasing the brakes before engaging Big Ears.
How to Practice:
While flying in smooth air and safely away from terrain or obstacles:
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Identify the Split A-risers – These are usually marked by the manufacturer with a tag, or you may find a custom identifier like colored electrical tape (as sometimes applied by instructors like Airtime).
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Release the brakes – Let go of both brake handles completely before engaging the ears.
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Grasp the Split A lines – Place the inside of your fingers around the Split A lines on each side, just above the maillons (metal connectors where risers meet the lines). Slide your hands out about 4–5 inches horizontally along the lines.
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Engage the ears – Firmly pinch and pull both Split A lines straight down in a quick, decisive motion. This should collapse the outer 3–4 feet of each wing tip.
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Maintain the collapse – Keep holding the risers down to keep the ears in. If you release even one side, that ear may reinflate.
While the ears are in, you can steer using only weight shift. You’ll notice the glider responds more actively to weight shift with the ears engaged, and that’s normal. Your instructor may have you perform a few weight-shift turns to demonstrate this.
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Exit the ears – When you’re ready to return to normal flight:
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Let go of both Split A lines.
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Return your hands to the brake toggles.
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Most of the time, the ears will reinflate on their own.
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If they don’t, apply a smooth, symmetrical pull on both brakes to about shoulder height (or just below) to help pop them open.
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This technique is important not only for descent control but also for building your confidence in managing your wing in various air conditions. With practice, deploying and recovering from Big Ears will become a smooth and automatic process.
Let me know if you’d like the rest of the tasks (like Stabilo Yank or Figure 8 Landings) rewritten in the same style, or if you’d like this turned into a formatted webpage.
