air activities badge- gliding · air activities badge – gliding the requirements 1. know the...

AIR ACTIVITIES BADGE

GLIDING

CONTENTS:

AIR ACTIVITIES BADGE – GLIDING

THE REQUIREMENTS......................................... 3

IN THE COCKPIT................................................. 4

THE BASIC LAYOUT OF GLIDER...................... 6

GROUND TOWING & HANDLING....................... 7

LAUNCH PROCEDURES..................................... 12

BEFORE FLIGHT.................................................. 21

FLIGHT.................................................................. 25

REFERENCES...................................................... 32

Air Activities Badge – glidingthe requirements

1. Know the rules relating to access to airfields as laid down in Policy,

Organisation and Rules. (see below)

2. Understand and discuss the safety aspects of gliding.

3. Act as a member of a ground crew and take part in the launch and

retrieval of a glider.

4. Demonstrate the signals for a glider launch and transmit them to a

winch operator or towing party.

5. List the forces acting on a glider and explain how soaring flight is

obtained (thermals, wave lift and ridge lift).

6. Take part in a gliding course. The aim should be to gain at least five

hours' flying time, and ten launches over a period or attend an air

experience day at a gliding field.

Compiled by M. Radkowska 4 June 2011 Dartmoor Gliding Society 3

IN THE COCKPIT

Cockpit – the controls in K13

Cockpit – the instruments


Rudder pedals

Rudder pedal adjuster

Airbrake lever

Trim lever

Release knob

COMPASS

ALTIMETER

TURN & SLIP INDICATOR

VARIOMETERS

AIRSPEED INDICATOR

Stick

K13 - Parts of a glider


THE BASIC LAYOUT OF GLIDER

AIRBRAKEPADDLE

RUDDER

PORT AILERON

ELEVATORWING ROOT

LIFTING HANDLE

TRAILINGEDGE

COCKPITCANOPY

WINGTIP

LEADINGEDGE

STARBOARDAILERON

GROUND TOWING and HANDLING

The elegance and grace of gliders in the air belies their cumbersome bulk when it comes to manoeuvring them on the ground. While built to withstand relatively high loads imposed in flight, they are less able to take loads imposed on their structure through poor ground handling. Therefore, it is important that all involved with handling a glider on the ground understand how to accomplish the task safely avoiding damage to themselves and the glider.

Ground handlingWhere is it safe to lift, push on or pull from to manoeuvre a glider? The designer has made certain parts of the glider stronger than others and certain materials are stronger than others. Some are fitted with lifting handles on the fuselage or allow lifting near the tailplane attachment point. Many have a tail dolly that can be fitted to provide a castering tailwheel for ease of handling. Other ground handling aids include tow out gear, comprising of arms fitted to tail dollies and wing dolly wheels to support the wing well clear of the ground. Combinations of these allow some gliders to be safely handled by just one person. The diagrams illustrate the parts of the glider where it is safe to exert force to shift the glider. In general, note that the leading edge, near the fuselage is a good place to push from. Avoid pushing or pulling on the wing tips as the large leverage created over the wingspan will apply considerable force to the wing attachment fittings in / on the fuselage. Check you have clean hands as the surface is easily marked and discoloured. If individuals are struggling to shift a glider on the ground, particularly when the ground is soft, get help or a tow vehicle to assist rather than straining.


HANDHOLDS

PUSH

WINGTIP

NOSE


WIND

Hold upwind wingtip only

downwindwingtip

Your wingMy wing

Hooking on the cable


the launch hooks

nose hookforaerotowing

belly hookfor- winching- aero-towing - bungeeing

You can also hook up the rope to the glider by using the back release mechanism on the belly hook

TOST RINGS – smaller ring goes to hook assembly

Do not put a hand through the clearvision panel When hooking up

the rope to the glider, open the canopy

Towing gliders

Gliders can easily be towed by a suitable vehicle, using a towrope attached at the glider’s


WINGTIP DOLLY

TAIL DOLLY

Tow at moderatepace

TAIL DOLLY

Tow at walkingpace

NOSE WALKER prevents the glider

overrunning the rope, and pull the

release if necessary

Do not attempt to reach through the clear vision panel to pull the release, always open the cockpit first.

WING WALKER can steer the glider by w alking faster or slow er than

the pace of the car.

The f lexible w ings of gliders mean they f lex / bounce w hen going over

any bumps. A f irm grip is required so as to not lose hold of the w ing tip.

Do not put f ingers through any holes in w ing tips or you risk injury

w hen the w ing f lexes.

Brief the w ing w alker of the intended tow route and how

to call for a halt to tow ing.

The tow vehicle should avoid rough terrain

Window s should be open;

radio OFFThe driver should adjust a m irror so the tracking of the

glider can be monitored. Watch the w ing w alkers legs, if

he is running, you are going far too fast.

Using tow out gearTow out gear makes it possible to move gliders

single handed. It can also speed up retrieves

If on your ow n take the glider to the vehicle hitch,

not the other w ay around.

The maximum tow speed is a fast w alking pace

8mph, if approaching rough ground, slow dow n. Do not m ake any sudden manoeuvres, and

remember your vehicle is at least 15m w ide!!!—

make allow ances.

If unhitching on sloping ground ensure the glider is

unable to roll into the vehicle.

• Take care over rough ground to ensure the control surfaces do not slap against their stops. If necessary lock the controls in the cockpit, seat straps are good for this.

• Lock the airbrakes closed so they do not bang against the stops when opening or closing.

• Towing down a slope will see the glider tend to over-run the vehicle. Take particular care and drive at a steady pace if the glider starts to overrun. The wing holder should steer the glider nose towards the rear of the vehicle initially, impact here will cause less damage.

• In windy conditions, extra wing walkers can help control the tracking of the glider. • Parking gliders

If the glider is very light (wood & fabric gliders) => always put the into-wind wing down& hold it there with tyresIn windy conditions, additional tyres maybe needed under the nose and around the tail skid; a person in the cockpit can add weight to the glider to reduce any risk of it flying by itself!If the glider is heavier (most modern gliders) => it can be parked with the into-wind wing up (excp strong winds)


LAUNCH PROCEDURES

The launching of gliders is a simple task which any able bodied person can be trained to do. We will look at what we do and how they can ensure the launch proceeds efficiently and safely. Once trained, you will be able to contribute to the smooth running of the launch operations at your club.

Lookout: - CHECK: – the take off path and to the sides for aircraft or people moving toward the take off

path– the approach path to see we are not launching across the path of an approaching

aircraft & reducing the landing options for an aircraft on final approach


The winch is sited at the upwind end of the take-off and landing strip

Launch point

Take off

Main run

ClubhouseGliderhangar

Car park

Wind socks

LOOK OUT !!!Do not drive across the airfield without permissionWhen crossing any active area keep constant lookout. in emergency gliders land anywhere

Keep behind glider which is about to be launched

BE CAREFULwinch cables are lethal

Landing area

Landing

AerotowGetting the aerotow rope: (for aerotow launches----a rare operation at Dartmoor)The rope will be trailing out behind the towplane. It can be picked up and pulled to draw the free end nearer to you. Caution against flicking it up in such a way that it might fling the rings into someone or something. As you draw the rope in, check for knots or damage like fraying. Always undo any knot as a knotted rope considerably weakens the rope. As you get to the rings, rotate them and check for broken rings. Near the rings will be a weak link, check this is in good condition.From time to time you will be needed to attach the rope to the tug end, your instructor will show you how to identify which end is which and how to attach the rope to the towplane.Do not approach the tow plane from the front, always from behind. If the tow plane pilot calls you, approach him from behind the wing. Efficiencies: The towplane is expensive to run due to the cost of fuel and maintenance. The fuel cost is reduced if engine running time is kept to a minimum so efficiencies in turn around time between tows will be of benefit. Similar applies to maintenance costs where enginge start / stop cycles increase the engine wear so if the towplane is kept running between tows rather than having to shut down to avoid prolonged idling while waiting for the next tow to be ready, this will help it is more efficient. Having well organized ground team that ensures that as the towplane lands, a wing runner is ready to retrieve the rope and get the next glider launched without delay is not only helps the towplane running costs but also ensures the maximum numbers of gliders get airbourne each hour… so more people get to have fun!


METHODS OF LAUNCHING

WINCHING- winch is sited at the upwind end of the take-off and landing strip- truck is used to tow out cables- on the end of cable: the cable parachute (providing drug and tension into the cable) & the weak link & wire strop in the plastic tube & tost rings

AUTO-TOWINGrunaway must be enough long

2 types of auto-tow:- standard- reverse pulley

AEROTOWING- launching the glider behind a suitable tow-plane

CATAPULT/BUNGY LAUNCHINGrequire a brisk to strong wind blowing straight onto and up the face of the hill

Winch Daily Inspection. The first driver of the day carries out a routine inspection of the winch.

Checking there is sufficient fuel, engine oil and coolant. Checking the wheel chocks and earthing stake are secure. Checking the operation of the cable cutters to leave them set with blade guards removed. Ensuring the windscreen is clean. Checking radio communications with the launch point. Prior to commencing the first launch or following a protracted time stood down, the engine needs to be warmed through. Making sure the clutches are disengaged, start the engine and set the speed to 1,000 rpm (fast idle) for at least five minutes. Finally, run the engine up to full governor speed and then cut the throttle to check it reduces to idling speed. Shut down the engine and report to the launch point ‘Winch is ready’.

Cable Pull-out Having set the brake and attached the cables to the retrieve vehicle, signal the driver to proceed using recognised hand signals – underarm for ‘Take up slack’ and overarm for ‘All out’.

Only when the message ‘Cables have arrived’ has been received should the cables at the winch be handled. If the pull-out has to be halted for any reason, the winch driver should take no action until duly advised. Following cable pull-out, the drums need to be checked for loose turns. Any that are found should be drawn out by hand taking care to avoid the hazard of the ‘set’ cable cutters


15


You will be informed via radioWinch this is launchCables have arrived

You will receive message:Winch this is launchtake up slack......(glider's type e.g. K13)

........ (e.g. South) cable“

When recovery of the first cable is complete,

inform the launch point that “second

cable is clear”

release the brake and steadily advance the throttle whilst keeping a loose

hold on the brake lever The engine speed needed to give a safe, ef fective launch varies

according to the type of glider and prevailing w ind conditions;

the w indsock can provide a useful guide to the latter.

You will hear: “all out, all out”

If the launch is too fast the pilot will signal by yawing the glider from side to side. If it is too slow the pilot will lower the nose of the glider and keep it like that. The winch driver must make an immediate and positive response to these signals by decreasing or increasing the

power setting. .

repeatTake up slack

......(glider's type e.g. K13)


repeatCables have arrived.

wait for Launch Point'sinstruction

As the glider nears the top of the launch, power should be progressively reduced.

Power should be cut when the cable reaches an angle of 60° and certainly before it becomes

vertical to avoid risking entanglement with the winch

Once the cable has been released, power should be increased to maintain tension

in the cable; failure to do that may cause loops on the drum. The cable should be drawn in

allowing for any cross wind and the parachute landed a safe distance away to avoid the risk of

it entering the guide rollers.


if the glider was still attached to the cable following the cut in power at the top of the launch.In such an event, the winch driver should apply full brake to induce a back release. If that fails

to detach the cable from the glider the cable-cutter must be operated. Any delay in doing that could

put the aircraft at risk.

a malfunction of the release mechanism could mean the pilot is unable to drop the cable or a problem

with the winch

LAUNCH FAILUREcable break, weak-link parting,

premature cable release or a problem with the winch

the throttle must be closed immediately and held like that until the intentions of the pilot are known. To avoid the risk of the cable and parachute coming into

contact with the glider, the brake should be applied firmly to make the cable fall more quickly Cable draw-in must not be resumed until it is clear the pilot

intends to make a full 360° turn prior to landing.

If the launch was terminated prematurely and the cable landed away from the winch, care must be taken during its recovery. A moving cable presents a serious hazard

and the winch driver must ensure that no person, glider or vehicle is between the parachute end of the cable and the winch before moving it. It may be necessary to

request guidance from someone at the launch point or in the retrieve vehicle. Prior to launching with the second cable, it is important to check there is adequate

separation between it and all parts of the first cable.

close the throttle, apply the brakestop the engine

Inform the launch point “Winch all stopped”

and wait for further instruction

any conflict with the launch???

STOP, STOP, STOP

17

17

remove cables from retrieve vehicle

when arrived

Start launch - say: “take up slack......(glider's type e.g. K13)

........ (e.g. South) cable“(wave a straight arm side to side be low the chest in front of you)

Check the weak link colour and condition, and if necessary change the strop

shake the rope to check the rings are free

rather than jammed in the release & pull on the strop to check that the hook is secure & say

“On and secure ....... (e.g. brown) link”

Lay out the cable and wait for pilot's

instructions

when pilot is ready he/she will ask for the cable & say “Hook on”& “open”

Attach the cableand say “Close”

Pilot will reply “Close”

Check whether it is & say“all clear above and behind”

any gliders? => point them out

Check if cable is clear

w hen a glider is

being launched

NEVER pick up

or w alk over

a free cable

Just before cable tightenssay: “all out, all out“(wave a straight arm side to side above the head)


STOP, STOP, STOP(hold your arm straight above your head)

REMEMBER ANY PERSO N CAN

C ALL O UT TO STO P A LAUNCH.

The w ingtip holder (of ten another person):Lift the wingtip ti l l the wings are leve l . glider starts roll => do not hold back BUT

- hold it lightly to provide support

- run w ith glider until the w ingtip

leaves your hand

Ensure the cable is laid out straight in front of the glider, and if necessary pull the cable across the field to achieve this.If the cable lies well to one side, the glider can swing very suddenly towards it during the initial acceleration

IN THE MEANTIME

Running the wing: Hold the wingtip with one hand and as you run, aim to support it level but allow it to move up or down a little if it wants to. This allows the pilot to sense this movement and apply an appropriate amount of control to keep it level. Your pace will determine the tracking of the glider so hold it and run in such a way as to keep the glider tracking straight behind the towplane. Ensure you hold the wingtip in such a way that does not risk getting fingers caught in any wingtip fittings or control.

Only place the wing down if the launch is delayed or stopped. Do not move back in front of the glider if the rope is attached.

RADIO

The civil aviation authority (CAA) controls all UK aviation radio operations. The aims are, 1) to ensure the sets themselves (referred to as stations), operate correctly without interfering with other transmitters and 2) the users are trained to follow strict procedures. Glider pilots are exempted from holding formal licences provided they stick to the limited range of frequencies allocated to them. At Dartmoor you may find yourself using 130.1 MHz to talk to other pilots. All sets must have a radio communications licence (issued by the CAA.) Dartmoor has also a dedicated land radio frequency used for ground operations like winching (different to the VHF air band used by gliders).

● Think before you transmit.---being prepared reduces the umms and errs. ● Listen to ensure you are not interrupting anyone else.---Their message

may be critically important. ● Remember, when you press the push to talk button no one else can get

through. (stuck mike is not unusual, so if it seems to have gone quiet on the radio, make sure you are not sitting on the microphone switch).

● When talking maintain a constant distance from your mouth to the microphone. ● Enunciate each word clearly and distinctly using a normal conversational tone. ● Keep your speech rate constant, a maximum of 100 words per minute. ● Avoid using hesitation sounds such as er. ● Keep the operation of the transmit button to a minimum. Depress the button

fully before speaking and do not release it until the message is complete. ● Make sure the button is released after transmission and that it cannot be

inadvertently switched on after stowage ● VHF radio transmissions are line of sight---the higher you are the further it is

possible to transmit and receive. (at altitude it is important to make your location clear----“Tango four nine , five thousand feet descending over the airfield” will be heard at the other end of the country!!!

● Keep transmissions brief and to the point. ● Readability scale goes from 5 (perfectly readable to 1 (unreadable), 3 is

readable with difficulty. It is good practice to check your radio is working properly;


Radio around the airfield 1. Ground stations can never give instructions to an aircraft unless they are air traffic controllers operating in a controlled environment.----“Dartmoor base, Tango Four nine, request circuit instructions”-------“Tango Four nine , gliders seem to be flying right hand circuits landing West”-----(in other words—its up to you to decide, but this is what everyone else seems to be doing) 2. Transmissions are often blind, a reply is not necessarily expected—“Dartmoor, Tango one zero, downwind, landing east.” 3. Transmissions always start with the station being called, followed by your call sign---“you, this is me” 4. If you expect a reply don’t pass your question in on garbled outburst.-------“Tango one zero, Tango four nine”----(wait)---“Tango four nine pass your message”-----“Tango one zero, what are your intentions?”----“Tango one zero, intend commence right hand circuit” 5. A general safety announcement might sound like this------------“Dartmoor Gliders be advised a heavy rain shower is approaching the airfield”

LOG KEEPING The accurate recording of flying done is important and indeed, a legal requirement. Time sheets include accurate detail of the following for each flight conducted under the auspices of the Club: Aircraft registration Name of Pilot-in-Command Name of Student Pilot as applicable Time of take-off Landing time Duration of flight from take-off to landing At the end of the day we must be able to account for all aircraft. Any missing aircraft may need to be reported to a search and rescue service. If you become aware that glider has landed out, this should be recorded on the logsheet. This sheet is passed back to the treasurer and the data entered in the computer system. A duplicate is kept in the club room. Make sure your details are recorded on the log sheet shortly before the intended take off. The log keeper may not know your name.



Winch this is launchCables have arrived

When LPC starts launch, he/she will say: “take up slack......(glider's type e.g. K13)


Wait for Launch Point Controller's (LPC)instruction

Repeat: Winch this is launchtake up slack......(glider's type e.g. K13)


Inform LPC that second

cable is clear

Just before cable tightens LPC will say: “all out, all out“

Repeat: “all out, all out”

Wait for winch driver to inform you that

second cable is clear

Transmissions always start with the station being called, followed by your call sign “you, this is me” Remember, when you press the push to talk button no one else can get through.Keep the operation of the transmit button to a minimum. Depress the button fully before speaking and do not release it until the message is complete.

Winch driver will repeatTake up slack

......(glider's type e.g. K13)



STOP, STOP, STOP

BEFORE FLIGHT

PARACHUTE:

Parachute


Clip the chest strap

Put your left arm through the left riser first

Put your right arm through the right riser

Clip the leg straps

How to put it on

Undo the chest strap first

Undo the leg straps

Let the left riser to slide off your shoulder first

How to take it off

RISERS

CHEST STRAP

D-RING

PROTECTIVE PADS

LEG STRAPS

– before put it on: check that a certified rigger repacked it (you can find the packing date information on a card contained in a small

– pocket on the body of the parachute)– protect it from excessive moisture or heat– do not pick up the parachute by 'D ring'– do straps up tightly (in the cockpit they will

loosen up)– always remove the parachute on the ground,

outside glider


LANDING POSITION - feet and legs tight together

- feet flat to the ground- knees slightly bent- chin on the chest

- arms on the suspension lines or steering toggles

Remove canopy

Leave the glider(if possible under the wing)

Put your right hand on 'D' ringTHEN

push down firmly on your right hand with your left

How to use it

Undo seat harness

PRE – FLIGHT CHECKS:

BEFORE YOU GET INTO THE GLIDER CHECK:A AIRFRAME tyres, wings, fuselage – any damage?B BALLAST check weight limitation? Is any extra ballast

needed? Is it properly secured (it does not move forward)?

C CONTROLS check the stick & rudder – do the proper surfaces move in the correct direction?Will you be able to reach all controls and instruments without stretching? adjust rudder

pedals if neededD DOLLIES remove all dollies/tyres

WHEN YOU GET IN THE GLIDER & ALL PILOTS ARE STRAPPED CHECK:C CONTROLS full and free movement?

make sure that both rudder pedals go forward the same distancedo not move the stick too forcefully

B BALLAST double check if the cockpit weights are in the limits

S STRAPS are they done tightly? Are they secure?

I INSTRUMENTS Is there any broken glass?Did you set the altimeter to zero?Is electric variometer switched on?

F FLAPS are they fitted?

T TRIM (green lever) check if you trimmed the glider correctly

C CANOPY(red lever) NEVER allow canopy to drop shut (it can be damage); is it closed & resistant to

pressure?B BREAKS (blue lever) open the airbrakes fully => half close them =>

then close them & make sure they are lockedE EVENTUALITIES what will you do in case of launch failure?

what is nominated speed? will you land ahead or turn left/right?


Here you can check if you need extra ballast


FLIGHT

LOOKOUT

BEFORE YOU TURN


You have control

I have control

It is always good to know who is doing the flying

Look aheadCheck attitude

Look back and away from the direction

of any proposed turn

Look aheadCheck the attitude & the ASI

Look in the direction of proposed turn

Turn

scan cycle

Scan 45°segment on the opposite

side

check wings lev el

Adjust as necessary

look ahead. Check

the attitude and ASI

look directly overhead

scan 90° right (or left)

and as far back as possible

scan 45° right (or left)

scan 90° segment on the opposite side and as far back as

possible

scan ahead, on the horizon

and above and below it

26


Identifying potential threats - you may find useful using clock terminology to communicate with other pilot.

12 o'clock

HIGHEST PRIORITY

6 o'clockhigh

3 o'clocklow

HORIZON LINE

HIGH PRIORITY

LOWER PRIORITY

RUDDER => YAW

ELEVATOR => PITCH

AILERONS => ROLL

EFFECTS OF THE CONTROLS

Primary effects of the controls

CONTROLS EFFECT GLIDER

STICK LEFT LEFT AILERON UP LESS LIFTLESS DRAG

RIGHT AILERON

DOWN MORE LIFTMORE DRAG

ROLLS LEFT

RIGHT

CENTRAL

BACK

FOWARD

LEFT AILERON DOWN MORE LIFTMORE DRAG

RIGHT AILERON

UP LESS LIFTLESS DRAG

ELEVATOR NEUTRAL

UP RAISES THE NOSE

DOWN LOWER THE NOSE

ROLLLS RIGHT

FLIES SLOWER

FLIES FASTER

RUDDER PEDALS

LEFT FOOT FOWARD

RIGHT FOOT FOWARD

RUDDER LEFT LEFT RUDDER YAWS LEFT

RIGHT RIGHT RUDDER YAWS RIGHT

TRIM LEVER NEUTRAL

FOWARD

BACKWARD

TAB UP ELEVATOR DOWN NOSE DOWN

DOWN ELEVATOR UP NOSE UP

BREAKS INCREASE DRAG NOSE UP/DOWN


right wing down left wing down


Stop the bank with the stick

Look around

Look aheadCheck the attitude

Apply the bank (stick & rudder together)

Keep bank constant Do not let the nose drop

lookoutReduce rudder

ease back slightly

Take off the bank with the stick and rudder together

Relax backward pressure on the stick; centralise

the stick and rudder

Hold the w ing level

(check yaw string)

Coming out of the turn

Going into a turn


SPEED CONTROL

attitude

attitude

attitudetrim

stick(avoid harsh movement; to speed up move stick slightly forward and wait monitoring speed)

airbrakesair speed indicator

variometer& speed to fly ring

steep turns (it is more difficult to control speed)

airflow(noise)

HORIZON LINE

40K 55K

70K

e.g.

THE FORCES ACTING ON THE GLIDER


DRAG (D)

WEIGHT (W)

LIFT (L)=LIFT CREATED BY SPEED OF THE AIRFLOW & LIFT

CREATED BY THE ANGLE AT WHICH THE AIRFLOW APPROACHES THE WING (THE ANGLE OF ATTACK, AoA)

HIGHER PRESSURE

LOWER PRESSURE

The air has no option except to flow up and over hills or mountains

- the angle of slope has influence on the strength of the lift- a long ridge produce m uch better hill lift than a short one (isolated hill)

IDEAL CONDITIONS:the w ind is blow ing directly at a ridge

The sun heats a volume of air

Source of thermals: - slopes facing the sun;- tow ns;- airfields

Therm als tend to line up along the w ind direction

Often cum ulus clouds form at the top of the therm al, m arking w here the therm als are.

HOW TO STAY AIRBORNE

Thermals

Ridge Lift

Wave Lift– Lee wave occurs when the wind drops down a lee slope and then bounces in a series

of standing waves. Lift is found in the up-going part of the wave and sink will be found in the down-going part of the wave.

– wave can prevent thermals from forming or make them broken– lenticular clouds mark the position of the wave; the lift is also above the clouds


Photo by David Jesty

References:

1. “Gliding from passenger to pilot” by Steven Longland 2001

2. “Beginning gliding” by Derek Piggott 3rd edition 2000

3. BGA Instructor Manual 2003

4. http://www.dartmoorgliding.co.uk

5. http://www.gliding.co.uk

6. http://www.gliding.co.nz


http://www.dartmoorgliding.co.uk/

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