airfieldmanual:5._airfield_operations
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| airfieldmanual:5._airfield_operations [2026/03/10 15:58] – [1. Launching] kateb | airfieldmanual:5._airfield_operations [2026/03/10 16:00] (current) – [1. Competition finishes] kateb | ||
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| - | ===== - Circuits ===== | + | ===== 5.8 Circuits ===== |
| It is good airmanship to fly a complete circuit which gives you an opportunity to anticipate and cope with any potential difficulties and lets everybody else see what your intentions are. If, for whatever reason, there is insufficient height to fly a complete circuit then an (extended) base leg and final is a minimum. | It is good airmanship to fly a complete circuit which gives you an opportunity to anticipate and cope with any potential difficulties and lets everybody else see what your intentions are. If, for whatever reason, there is insufficient height to fly a complete circuit then an (extended) base leg and final is a minimum. | ||
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| 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. | ||
| - | ===== - Landing ===== | + | |
| + | ===== 5.9 Landing ===== | ||
| * 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. | ||
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| * 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. | * 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 line. Be particularly aware that there may be another aircraft on approach behind you. | * If you are comfortable taxiing the glider, gently angle away from the launch line. Be particularly aware that there may be another aircraft on approach behind you. | ||
| - | * 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** |
| * 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. | ||
| - | ===== - Ground operations ===== | + | |
| + | ===== 5.10 Ground operations ===== | ||
| Gliders should be towed back to the launch point according to the diagrams below – do not try and tow the glider directly into the launch queue with a buggy. Please use the tail dolly when towing the DG505 (or any other heavy-tailed glider) to avoid putting unnecessary stress on the glider when turning. Please push the nose down slightly on a K21 when turning to unload the tailwheel. | Gliders should be towed back to the launch point according to the diagrams below – do not try and tow the glider directly into the launch queue with a buggy. Please use the tail dolly when towing the DG505 (or any other heavy-tailed glider) to avoid putting unnecessary stress on the glider when turning. Please push the nose down slightly on a K21 when turning to unload the tailwheel. | ||
| - | {{ : | + | {{ : |
| Please avoid rotating gliders on their main wheels in soft ground. A metal plate is kept in the launch caravan to put under the mainwheel in these conditions. | Please avoid rotating gliders on their main wheels in soft ground. A metal plate is kept in the launch caravan to put under the mainwheel in these conditions. | ||
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| When parking up gliders place them well to the rear of the launch point keeping a through-route for other gliders and aircraft. Turn them so they get a quartering tailwind. In strong winds all gliders should be parked with the into-wind wing securely weighted with one or more tyres, a tyre wedging the nose and another on the downwind side by the tail. In lighter winds two seaters (which are heavier) may be parked with the into-wind wing up and tyres at nose and tail. Switch off the electrics, lock the canopy and close the vents. Watch for control surfaces gybeing and slamming onto the stops in strong winds. | When parking up gliders place them well to the rear of the launch point keeping a through-route for other gliders and aircraft. Turn them so they get a quartering tailwind. In strong winds all gliders should be parked with the into-wind wing securely weighted with one or more tyres, a tyre wedging the nose and another on the downwind side by the tail. In lighter winds two seaters (which are heavier) may be parked with the into-wind wing up and tyres at nose and tail. Switch off the electrics, lock the canopy and close the vents. Watch for control surfaces gybeing and slamming onto the stops in strong winds. | ||
| - | ===== - End of the Flying Day ===== | + | |
| + | ===== 5.11 End of the Flying Day ===== | ||
| Gliders can be progressively put away as they are no longer needed. The gliders will need cleaning to remove mud from the underside, insects, and the like – use either the cleaning station adjacent to Clubhouse or the one by the club hangar. If the gliders are wet from rain, etc. then please squeegee them dry especially in winter as the water may end up freezing on the wings overnight. | Gliders can be progressively put away as they are no longer needed. The gliders will need cleaning to remove mud from the underside, insects, and the like – use either the cleaning station adjacent to Clubhouse or the one by the club hangar. If the gliders are wet from rain, etc. then please squeegee them dry especially in winter as the water may end up freezing on the wings overnight. | ||
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| Last person out should ensure the clubhouse windows are securely closed, lights off and then shut and lock all doors. Be sure to lock the main gate please! | Last person out should ensure the clubhouse windows are securely closed, lights off and then shut and lock all doors. Be sure to lock the main gate please! | ||
| - | ===== - Radio ===== | + | |
| + | ===== 5.12 Radio ===== | ||
| It is recommended that aircraft have a serviceable radio, fixed or hand-held. All SGC club aircraft have radios fitted which have been pre-programmed with the commonly used channels. | It is recommended that aircraft have a serviceable radio, fixed or hand-held. All SGC club aircraft have radios fitted which have been pre-programmed with the commonly used channels. | ||
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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 ===== | + | |
| + | ===== 5.13 Flarm ===== | ||
| Fitting of [[https:// | Fitting of [[https:// | ||
| - | Flarm can be a very effective supplement to a good look-out; it helps improve situational awareness of gliders particularly in blind spots. The key point is that Flarm is a supplement to your visual scan and not a substitute for it. Furthermore do not assume that all gliders have Flarm. | + | Flarm can be a very effective supplement to a good look-out; it helps improve situational awareness of gliders particularly in blind spots. |
| Note that Flarm works on track, not heading, and may give confusing indications of direction for hill-soaring gliders crabbing along the ridge or a wave bar. If you get a Flarm alert the key thing to do is **look out**, especially ahead and either side of the nose, and not to look at the instrument. | Note that Flarm works on track, not heading, and may give confusing indications of direction for hill-soaring gliders crabbing along the ridge or a wave bar. If you get a Flarm alert the key thing to do is **look out**, especially ahead and either side of the nose, and not to look at the instrument. | ||
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| Be aware that with multiple gliders in close proximity e.g. when ridge soaring, the number of Flarm indications and alerts can become a distraction. | Be aware that with multiple gliders in close proximity e.g. when ridge soaring, the number of Flarm indications and alerts can become a distraction. | ||
| - | ===== - Aerobatics ===== | ||
| - | {{ : | + | ===== 5.14 Aerobatics ===== |
| + | |||
| + | {{ : | ||
| The BGA Laws and Rules current recommendations regarding aerobatics and aerobatic instruction apply in this club. | The BGA Laws and Rules current recommendations regarding aerobatics and aerobatic instruction apply in this club. | ||
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| The minimum height for starting aerobatics is 2,000 feet. All aerobatics must be completed by a minimum of 1,500 feet AGL, unless the pilot has “unlimited” aerobatic clearance and has discussed his or her intentions with the Duty Instructor. All aerobatic flights should be advised to the Duty Instructor so that they may advise other traffic. | The minimum height for starting aerobatics is 2,000 feet. All aerobatics must be completed by a minimum of 1,500 feet AGL, unless the pilot has “unlimited” aerobatic clearance and has discussed his or her intentions with the Duty Instructor. All aerobatic flights should be advised to the Duty Instructor so that they may advise other traffic. | ||
| - | ==== - Aerobatic boxes ==== | + | |
| + | ==== 5.14.1 | ||
| Two aerobatic boxes are designated and are as shown above. | Two aerobatic boxes are designated and are as shown above. | ||
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| </ | </ | ||
| - | ===== - Turbo/ | + | |
| + | ===== 5.15 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, | ||
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| Pilots with FES equipped gliders should follow the BGA and manufacturer’s guidelines on operating FES units on an airfield in order to safeguard people on the ground near their glider. | Pilots with FES equipped gliders should follow the BGA and manufacturer’s guidelines on operating FES units on an airfield in order to safeguard people on the ground near their glider. | ||
| - | ===== - Competition finishes ===== | + | |
| + | ===== 5.16 Competition finishes ===== | ||
| Competition finishes at the end of racing tasks are permitted however pilots must exercise due care. Call ahead on the radio (122.915) if doing a finish at PCS or POR; good airmanship with regard to circuit traffic must be paramount. | Competition finishes at the end of racing tasks are permitted however pilots must exercise due care. Call ahead on the radio (122.915) if doing a finish at PCS or POR; good airmanship with regard to circuit traffic must be paramount. | ||
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| < | < | ||
| - | Where possible high speed task finishes should use BGA turnpoints PO1 or PO2 rather than PCS or POR. Refer [[#aerobatic boxes|Aerobatic Boxes]]. | + | Where possible high speed task finishes should use BGA turnpoints PO1 or PO2 rather than PCS or POR. Refer [[#aerobatic_boxes|Aerobatic Boxes]]. |
| </ | </ | ||
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| 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 – 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 " | + | ‘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 [[: |
| - | [[4. Flying Authorisation]] | [[: | + | [[: |
airfieldmanual/5._airfield_operations.1773158297.txt.gz · Last modified: by kateb