airfieldmanual:5._airfield_operations
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airfieldmanual:5._airfield_operations [2021/01/12 16:57] sallyw |
airfieldmanual:5._airfield_operations [2022/10/27 16:59] wolfr old revision restored (2022/03/29 17:15) |
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| ====== - #5 Airfield Operations ====== | ====== - #5 Airfield Operations ====== | ||
| - | This is an overview of the basic operations required to run the airfield. Please also refer [[A. Duty Pilot Briefing Notes]] and the [[https:// | + | This is an overview of the basic operations required to run the airfield. Please also refer [[A. Duty Pilot Briefing Notes]] and the {{groundrules.pdf|Ground Rules}} document. |
| ===== - Flying list ===== | ===== - Flying list ===== | ||
| Line 11: | Line 11: | ||
| ===== - Daily Inspection/ | ===== - Daily Inspection/ | ||
| - | All gliders require a Daily Inspection before being flown on any given day. Pilots must be cleared to DI club gliders, with a signature on the ground handling card and/or logbook. The DI book must be signed to show that a glider has been DI’d. Once a glider has been inspected it can be taken out to the launch point and not before. | + | All gliders require a Daily Inspection |
| Note that the DG505 DI book needs to be specifically annotated that the inspection included a check of the canopy locking mechanism. | Note that the DG505 DI book needs to be specifically annotated that the inspection included a check of the canopy locking mechanism. | ||
| - | Any defects found should be reported to an instructor who will then assess the appropriate actions. Any glider found to be subsequently unserviceable should have a “Do Not Fly” collar placed over the control column and a defect report placed in the night safe or handed in to the office; refer the procedure in [[G. Procedure for Reporting Defects in SGC Club Gliders]]. | + | Any defects found should be reported to an instructor |
| For pilots rigging their aircraft, do not get distracted by onlookers, etc. as mis-rigged gliders are still a (preventable) cause of serious accidents. Ensure the necessary rigging and control checks are done. | For pilots rigging their aircraft, do not get distracted by onlookers, etc. as mis-rigged gliders are still a (preventable) cause of serious accidents. Ensure the necessary rigging and control checks are done. | ||
| Line 38: | Line 38: | ||
| * tug availability | * tug availability | ||
| * etc. | * etc. | ||
| - | * NOTAMs and airspace issues e.g. ** ** | + | * NOTAMs and airspace issues e.g. |
| * Fife (Glenrothes) operations | * Fife (Glenrothes) operations | ||
| * P600/TMA area? | * P600/TMA area? | ||
| * Blairadam activity | * Blairadam activity | ||
| * etc | * etc | ||
| - | * Weather | + | * Weather |
| * Local conditions | * Local conditions | ||
| * Soaring conditions | * Soaring conditions | ||
| Line 102: | Line 102: | ||
| * Ensure the fire vehicle is out and parked in a position where it can be rapidly deployed, and logsheets are available. | * Ensure the fire vehicle is out and parked in a position where it can be rapidly deployed, and logsheets are available. | ||
| * Parallel aerotow and winch launching off the centre strip needs clear coordination between the tug pilot, winch driver, duty team and Lead Instructor. | * Parallel aerotow and winch launching off the centre strip needs clear coordination between the tug pilot, winch driver, duty team and Lead Instructor. | ||
| - | * Detailed operating procedures and guidelines are contained within | + | * Detailed operating procedures and guidelines are contained within [[A. Duty Pilot Briefing Notes]]. |
| ===== - Pre-Flight Preparation ===== | ===== - Pre-Flight Preparation ===== | ||
| Line 142: | Line 142: | ||
| * Following a launch failure, adopt the recovery attitude, wait until the selected approach speed has been attained, and then land ahead if possible. | * Following a launch failure, adopt the recovery attitude, wait until the selected approach speed has been attained, and then land ahead if possible. | ||
| - | See [[# | + | Refer [[# |
| ===== - Circuits ===== | ===== - Circuits ===== | ||
| Line 152: | Line 152: | ||
| Unless there is no alternative in an emergency such as a launch failure, pilots must avoid overflying the winch line (unless above 2000’ aal). | Unless there is no alternative in an emergency such as a launch failure, pilots must avoid overflying the winch line (unless above 2000’ aal). | ||
| - | Portmoak airfield has three principal landing areas (N, Centre, and S) with all three in use on occasions. We typically fly circuits to the North into the N field, left- or right-hand (N or S) circuits into the Centre Field, and circuits to the South into the S field. | + | Portmoak airfield has three principal landing areas (N, Centre, and S) with all three in use on occasions. We typically fly circuits to the North into the North Field, left- or right-hand (N or S) circuits into the Centre Field, and circuits to the South into the South Field. |
| < | < | ||
| Line 202: | Line 202: | ||
| A downwind call indicating circuit pattern and designated landing area (and direction if not obvious) is recommended. Calls on the radio do not give priority and pilots must maintain the highest levels of lookout and airmanship in the circuit patterns. Aircraft may approach from a variety of directions and may have radio failure, no radio or have not made a downwind call. | A downwind call indicating circuit pattern and designated landing area (and direction if not obvious) is recommended. Calls on the radio do not give priority and pilots must maintain the highest levels of lookout and airmanship in the circuit patterns. Aircraft may approach from a variety of directions and may have radio failure, no radio or have not made a downwind call. | ||
| - | A typical downwind call at Portmoak is as follows: | + | A typical downwind call at Portmoak is as follows: |
| - | + | ||
| - | < | + | |
| - | + | ||
| - | Portmoak traffic, Hotel Papa Victor downwind, right hand, centre strip (28). | + | |
| - | + | ||
| - | </blockquote> | + | |
| | | ||
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| ===== - Turbo/ | ===== - Turbo/ | ||
| - | If you need to start your turbo or jet to climb away from the airfield or to test it, please be aware of the noise impact on the nearby communities of Scotlandwell and Kinnesswood, | + | If you need to start your turbo or jet to climb away from the airfield or to test it, please be aware of the noise impact on the nearby communities of Scotlandwell and Kinnesswood, |
| For jet turbos, the noise is concentrated in a rearwards cone so again, please be conscious of the impact and ensure the exhaust nozzle points away from any settlements. | For jet turbos, the noise is concentrated in a rearwards cone so again, please be conscious of the impact and ensure the exhaust nozzle points away from any settlements. | ||
| Line 256: | Line 250: | ||
| < | < | ||
| - | Where possible high speed task finishes should use BGA turnpoints PO1 or PO2 rather than PCS or POR. See the diagram in [[# | + | Where possible high speed task finishes should use BGA turnpoints PO1 or PO2 rather than PCS or POR. Refer [[# |
| </ | </ | ||
| Line 264: | Line 258: | ||
| All approaches towards the airfield should follow a descending profile (other than to go-around where necessary), the landing area should be in the pilot’s sight, and the airfield boundary must be crossed at a height which cannot endanger persons (seen or unseen), vessels or property. | All approaches towards the airfield should follow a descending profile (other than to go-around where necessary), the landing area should be in the pilot’s sight, and the airfield boundary must be crossed at a height which cannot endanger persons (seen or unseen), vessels or property. | ||
| - | ‘Beat ups’ (and practice competition finishes at low level) are prohibited over Portmoak airfield. Fast, low passes are prohibited over neighbouring houses (and on the ridges – see [[B. Ridge Soaring]]). Members of the public may perceive low, fast flying as dangerous or obtrusive. Pilots must of course comply with the law, particularly in this case SERA.3101 (Negligent or Reckless Operation of Aircraft), which includes " | + | ‘Beat ups’ (and practice competition finishes at low level) are prohibited over Portmoak airfield. Fast, low passes are prohibited over neighbouring houses (and on the ridges – refer [[B. Ridge Soaring]]). Members of the public may perceive low, fast flying as dangerous or obtrusive. Pilots must of course comply with the law, particularly in this case SERA.3101 (Negligent or Reckless Operation of Aircraft), which includes " |
| [[4. Flying Authorisation]] | [[: | [[4. Flying Authorisation]] | [[: | ||
airfieldmanual/5._airfield_operations.txt · Last modified: 2023/06/07 22:26 by bruced
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