airfieldmanual:5._airfield_operations
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airfieldmanual:5._airfield_operations [2023/01/17 19:12] bruced [5.6 Pre-Flight Preparation] |
airfieldmanual:5._airfield_operations [2023/06/07 22:26] bruced add launchpoint layout |
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| ===== - Daily Briefing ===== | ===== - Daily Briefing ===== | ||
| - | At the weekends during the soaring season | + | Each flying day a daily briefing will be given at 0900 hours in the Briefing room. The duty team should endeavour to have the launch point set up and glider DIs completed by this deadline. The briefing is compulsory |
| The briefing will be given by one of the duty instructors with the assistance of a senior pilot if required and will address: | The briefing will be given by one of the duty instructors with the assistance of a senior pilot if required and will address: | ||
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| </ | </ | ||
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| + | In order to facilitate adequate supervision the winch and aerotow launch points will be placed together. {{ : | ||
| The key to a good day’s flying is for the launch point(s) to be run efficiently and safely. The Duty Team should take the lead with the Lead Duty Pilot being the main coordinator of activity. Please note that all members and visiting pilots are required to help at the launch point, not just the duty team. If you’re not sure how to help out, just ask! | The key to a good day’s flying is for the launch point(s) to be run efficiently and safely. The Duty Team should take the lead with the Lead Duty Pilot being the main coordinator of activity. Please note that all members and visiting pilots are required to help at the launch point, not just the duty team. If you’re not sure how to help out, just ask! | ||
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| | C | Controls all moving smoothly and in correct sense? | | | C | Controls all moving smoothly and in correct sense? | | ||
| | D | Tail dolly (and wing walker) off? | | | D | Tail dolly (and wing walker) off? | | ||
| - | | E | Eventualities (consider airfield layout and other operations before getting in, not a replacement for pre-flight eventualities check!) | | + | | E | Eventualities/ |
| * The club reminds all pilots of BGA recommendations on the use of ballast, particularly for pilots of low hours or experience. Generally, the minimum placard weight plus 15kg. | * The club reminds all pilots of BGA recommendations on the use of ballast, particularly for pilots of low hours or experience. Generally, the minimum placard weight plus 15kg. | ||
| - | * Most SGC gliders are fitted with shock absorbing cushions. Soft cushions must not be used. | + | * Most SGC gliders are fitted with shock absorbing cushions. Soft cushions must not be used. |
| + | * Most SGC gliders have no storage behind the wing roots. **Nothing** may be placed on or behind the wing root in a K21 or Perkoz since there is a risk of fouling the controls. | ||
| * The available combination of parachute/ | * The available combination of parachute/ | ||
| * Please guard canopies when getting in or out of aircraft especially on windy days – canopy repairs cost the club a depressing amount of your money each year. Always latch canopies when you close them, even if closing them temporarily while you step away to put your parachute on. | * Please guard canopies when getting in or out of aircraft especially on windy days – canopy repairs cost the club a depressing amount of your money each year. Always latch canopies when you close them, even if closing them temporarily while you step away to put your parachute on. | ||
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| </ | </ | ||
| - | A call on the radio will help situational awareness. | + | A call on the radio will help situational awareness. |
| Pilots may change the circuits indicated above if airmanship considerations dictate though be very careful if you fly an opposing circuit to the established one. Aircraft flying opposing base legs at the same time into a landing area present the possibility of collision. | Pilots may change the circuits indicated above if airmanship considerations dictate though be very careful if you fly an opposing circuit to the established one. Aircraft flying opposing base legs at the same time into a landing area present the possibility of collision. | ||
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| * Wind gradients are a common phenomenon at Portmoak and should be anticipated in launch failures and approaching to land. | * Wind gradients are a common phenomenon at Portmoak and should be anticipated in launch failures and approaching to land. | ||
| * Fully held off landings, where the tailwheel/ | * Fully held off landings, where the tailwheel/ | ||
| - | * Do not land across the ash tracks as this will damage the tailwheel. | + | * Do not land across the ash tracks as this will damage the tailwheel, or worse. |
| - | * The ground roll should be kept straight unless needing to avoid an obstacle. Taxiing | + | * Do not land across the winch cables. Dyneema is very light and can easily be picked up by a main wheel, damaging both the cable and the aircraft. |
| + | * If you are comfortable taxiing the glider, gently angle away from the launch | ||
| * Use the wheel brake **only** if necessary and avoid using it on soft ground as this can increase any damage caused to the airfield (and if the ground is soft it should not really be necessary to use the brake). | * Use the wheel brake **only** if necessary and avoid using it on soft ground as this can increase any damage caused to the airfield (and if the ground is soft it should not really be necessary to use the brake). | ||
| * All aircraft should be retrieved quickly from the airfield to keep landing areas clear (particularly the South Field and the aerotow strip) and increase launch efficiency; the retrieve team and vehicle should be ready to go as soon as a glider lands or even better, in anticipation of its landing. The PIC remains responsible for the glider until it is handed over to the next PIC or parked up on- or off-line. Private owners should recover their gliders promptly. | * All aircraft should be retrieved quickly from the airfield to keep landing areas clear (particularly the South Field and the aerotow strip) and increase launch efficiency; the retrieve team and vehicle should be ready to go as soon as a glider lands or even better, in anticipation of its landing. The PIC remains responsible for the glider until it is handed over to the next PIC or parked up on- or off-line. Private owners should recover their gliders promptly. | ||
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| 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: **// |
| - | Please note that “Portmoak Base” is an unofficial station and cannot issue clearances or specific aeronautical information such as QFE/QNH. Airfield information that can be given to passing aircraft or joining gliders is purely for situational awareness, e.g. “winch launching to the West from the Centre Strip, multiple gliders active in the area”. A plain English wind direction and strength can also be given to joining aircraft if requested. The predominant circuit direction and runway in use may be a useful aid to safety. | + | Please note that “Portmoak Base” is an unofficial station and cannot issue clearances or specific aeronautical information such as QFE/QNH. Airfield information that can be given to passing aircraft or joining gliders is purely for situational awareness, e.g. “winch launching to the West from the Centre Strip, multiple gliders active in the area”. A plain English wind direction and strength can also be given to joining aircraft if requested. The predominant circuit direction and runway in use may be a useful aid to safety. |
| ===== - Flarm ===== | ===== - Flarm ===== | ||
airfieldmanual/5._airfield_operations.txt · Last modified: 2023/06/07 22:26 by bruced
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