Freedom of the Skies

Freedom Of The Skies is a creation and publication of the Winnipeg Gliding Club intended to provide our members with overall information about the club and its operation.

Table of Contents

I'm slowly typing in the book. If anybody wishes to volunteer to help, give me a call and we can part out the sections so no duplication of efforts occurs.

  1. A History of the Winnipeg Gliding Club
  2. WGC Organizational Structure
  3. Manitoba Soaring Council
  4. Soaring Association of Canada
  5. Fedaration Aeronautique Internationale
  6. Flight Operations
  7. Airspace
  8. Safety
  9. Flight Line Operations
  10. Circuits, Landings and Ground Handling
  11. Aerotow
  12. Check Lists
  13. Club Equipment

A History of the Winnipeg Gliding Club


Little is known of the earliest gliding in Manitoba. In 1935, a barnstorming team from Calgary with a Lawrence glider flown by Norm Bruce assisted by Fretwess and Pelletier had made a demonstration in many Manitoba towns. A tornado in Carman destroyed the glider.

Up to the late 1950's, little gliding took place in Manitoba; the Air Cadet programs in Winnipeg and Brandon started after WWII had by then withered.

A few enthusiasts who had gliding experience in Europe held an interest meeting at that time and the 8 to 10 who attended became the nucleus of the Winnipeg Gliding Club. We know that it existed by 1957 when the late Julien Audette of the Regina club wrote a letter referring to the reactivation of a gliding club in the Winnipeg area. Finding it impossible to raise the required money to purchase a two-place glider, an interim arrangement was made with the flying club at RCAF Station Gimli. A few members took advantage of this opportunity to obtain their Private Pilot Licenses.

The Gimli club had an old single place glider called a Robin. The Winnipeg Gliding Club purchased it in 1960 for a few hundred dollars and a number of flights were made at Lyncrest Field in Transcona using a member's truck as a tow vehicle. The results were mixed, and following a hard landing the Robin needed a complete rebuild; it was sold and has not been heard of since.

Interest in the Club waned but a few members occasionally met. In 1961 some people who had recent experience in Europe became involved and at a meeting at the Winnipeg Flying Club enough money to purchase a used Schweizer 1-19 was produced.

The 1-19 was a single place, open cockpit glider from which all later designs of Schweizer aircraft grew. It was sturdy, forgiving and an excellent primary aircraft for club use. In the spring of 1962 flying began at Lyncrest Field. Training was tedious. The procedure was to put the student in the glider, attach a short rope of from 10 to 15 feet and tow with an old automobile fast enough to permit him to use the controls to get the glider running on its wheel. As he became more proficient, longer ropes were used until he could take off, release, do a shallow turn and land. After many flights the student was towed on a long rope to about 1000 feet and then he did a complete circuit. It was long, mostly hot and tiring work but those who persevered had a great deal of enjoyment.

The sight of a glider actually flying also had the effect of interesting people in the sport and membership slowly began to grow. Soon a couple of groups of Club members brought in four aircraft - a Kranich, which was a two-place, two single-place Grunau Babies and an Olympia Meise.

After this seaons' operation it was decided that a two-place trainer was a necessity and so a Corcoran Cinema was purchased. During the 1963 season arrangements were made with some aircraft owners to provide aerotows using a Cessna 182 and a Super Cub. It was now possible to get a tow to 2000 feet and have a far better chance of a soaring flight.

In 1964 the Club bought a Hall Cherokee ( CF-RAQ) a medium performance glider built by a group in Edmonton. It had a much better performance than the 1-19 which was then sold.

Weekend trips were taken by some of the members to other groups which were gliding in Virden and Wawanesa. The Virden group also had a Cinema and access to a towplane, and Wawanesa had a Schweizer 2-22 and a winch mounted on a truck. It is unfortunate that these groups soon folded.

In 1964, a splinter group formed from the Club and incorporated as the Red River Soaring Association and Aero Sports Ltd. The new club operated mainly winch launched club Schweizer and Scheibe gliders at a site between Niverville and Ste. Agathe. R.R.S.A. eventually closed down in 1976, some nine of them remaining members coming to WGC and brining two gliders with them.

In the mid 1960's a serious discussion had taken place with the Club as to what direction they should go in the future. One group thought that the membership should be relatively expensive and training kept to a minimum. The larger group felt that new members were the lifeblood of the Club and that training of new members should be kept to a level that could be handled practically. This second point of view prevailed and it was felt prices should be kept as low as possible to encourage new members yet generate enough revenue to allow the Club to upgrade its equipment. this policy has been maintained to this day.

To operate more efficiently the Club moved to Monroe Field at Warren in 1965. During that winter a 90 hp Piper J-3 Cub was bought to use as its own towplane. In 1966 the Club continued to expand by purchasing a Schweizer 2-22 (CF-PPG) from Wawanesa, and a Schweizer 1-26 ( CF-KPP) from a private owner. The Cherokee was sold to a group within the Club.

In 1967 the Club moved to a field at Bird's Hill. Although local gravel pits provided "thermal factories", the field left no room for expansion, and a suitable location for a permanent gliderport became our number one concern. The next location of about 20 hectares (50 acres) on Highway 26 near Pigeon Lake was found and purchased. A Stinson L-5 (CF-STC) was located in BC to replace the J-3 Cub and two members flew it to Winnipeg. During the 1968-1969 period a second 2-22 ( CF-XUB) was bought to replace the Cinema and a second L-5 was also bought.

As part of Manitoba's Centennial celebrations in 1970 the Club held in running the first National Soaring Championships held in the province. Despite much enthusiasm, hard work and a visit by Royalty, the weather at Carman prevented the required number of contest days being achieved. However the experience was put to good use when the Club hosted the 1974 Nationals at Pigeon Lake. It was a most successful meet.

The 1970's were years of steady growth. In 1972 a third L-5 (CF-DRG) replaced CF-JYK only to be sold a few years later. In 1975 a new Citabria ( C-GTOW) was acquired. The need to upgrade was apparent and in 1976 a Schweizer 2-33 ( C-GSOR) was bought to replace the original 2-22, and in 1977 an additional 2-33 (C-GPIO) replaced the remaining 2-22. The real story of how the Club had grown is in the number of members' aircraft which at this time now numbered about twelve, including several owner built machines.

The field at Pigeon Lake was home to the WGC for a good many years until Nature finally forced the Club to move. The riverbank which formed the west boundary of the runway at the Pigeon Lake site was constantly eaten away each spring until eventually it was not considered safe to use any longer. the search for the Starbuck gliderport caused a great deal of controversy throughout the Club, however, the move was inevitable and it was just a matter of where for the best price.

The final site, 6 km (3.75 mi) west of Starbuck and 5 km (3 mi) south, off Highway 2 consisting of 56 hectares (140 acres) was chosen carefully and the WGC now has one of the largest and best laid-out gliding fields in Canada. The big move was made in 1983-1984 after the runways had been prepared and a hanger was erected just before the first snowfall in 1983. Now our fleet of four gliders and two towplanes is protected from the ravages of weather all year round.

During the last few years, an IS-28B2 ( C-GVLI) Lark medium performance tandem-seat was purchased with a good open trailer with brakes for cross-country retrieval. IN 1985 a pickup truck was purchased to do retrieves should pilots wish to go cross country using Club aircraft. In 1987, an addition to our fleet was purchased from Ontario to replace the Schweizer 1-27 (C-FKPP), which had been leased for the past several years form a private owner. The Standard Jantar 2 (C-GCGJ) arrived just before the flying season started and became the new goal for many members. It was partially funded by Manitoba Sports Federation lotteries and distributed by Manitoba Soaring Council. Near the end of the 1988 flying season, the L-Spatz III was purchased to fill the gap between the 2-33 and the Lark with this intermediate sailplane. It had been owned from new by Jim Long who enjoyed many years of lying it before his retirement from our sport.

Club members placed the foundation piles for a flight training and operations building in 1986. the following summer the building was put up, fulfilling a dream of more than a decade. The building was funded through the Manitoba Soaring Council with monies received from a Manitoba Sports Federation Casino.

In 1990, in advance of the Canadian National Soaring Championships to be held at our club, a modern washroom and shower building was erected.  Despite our best planning for this event, we could not control Mother Nature and extensive rainfall made the runways and facilities unusable.  We quickly implemented our planned contingency plan and moved our entire operation to the Brandon airport and had a successful contest.  Within a few years, we would return to Brandon for our second National Contest being held there.

With our aging glider fleet came a requirement to modernize and in 1995, 2 new PZL Krosno KR-03 Puchatek sailplanes were purchased.  The venerable 2-33's were sold to the Air Cadets and continue to serve them in their glider pilot training program.  The Krosnos have served well with their ease of handling and 28:1 glide ratio.  Additionally, in 2005, the 2 seat Lark was sold and a Pezetel PW-5 was purchased to encourage cross-country flying and as a transition glider between the Krosno and a more advanced sailplane.

Throughout the early 2000's we also saw several new private gliders purchased and with the advent of small compact GPS data loggers most pilots were excited to participate in the Online Gliding Contest (http://www.onlinecontest.org) which allowed any captured flight to be posted to the OLC web page for inter-club comparisons or just for fun and self review.  Modern instrumentation and on-board flight computers have seen a ten-fold increase in our cross-country flights with many flights now exceeding 300 kilometers in length!

A change in towplanes was also evident in 2001 with the purchase of a Piper Pawnee PA-25-235 which was found to be a most reliable and robust aircraft for our needs.  Additionally, in 2012, a Bellanca Scout 8GCBC was purchased and used to replace the Citabria, C-GTOW.  Both aircraft have increased horsepower and efficiencies during busier flying days.  Additions to our ground support vehicles included a quad ATV and small golf cart for flight line duties and newer runway maintenance equipment for grass cutting. 

One of the features of our gliderport is the campground provided for members or visitors.  Electrical outlets are provided and the treed area offers a nice atmosphere.  Often several members will stay for the weekends enjoying the commraderie of others and the quiet peaceful ambiance of the prairie evenings.  Several social functions are arranged throughout the year.

 


Organizational Structure


The Winnipeg Gliding Club is a corporation without share capital established "to promote gliding in particular and aviation in general and to teach and train persons in he art and science of gliding and navigating and operating all manner of aircraft".

At the Annual General Meeting (AGM, usually in the first week of January) all club members  review the previous year's accomplishments, the budget proposal and establish policy and priorities for the coming year. They elect (note that only Sustainng members can vote) a Board of Directors for the coming year. The "Executive" consists of the President. Vice-President, Treasurer, Secretary and up to five Directors, in addition to the Past President. In essence the executive is responsible to the Club members for the day-to-day operation of the Club. In actuality this is accomplished by appointing a number of willing individuals to fill positions of responsibility, Chief Flying Instructor, Chief Tow Pilot, Glider Maintenance Chief, Field Maintenance Chief, Social Convener, etc. These individuals or their committees are responsible to the executive and assist it in running the Club.

Sustaining Members are eligible to vote and run for office. The executive appoints a Nominating Committee to bring forth a slate of nominees for the elected positions. At the meeting, further nominations are accepted from the floor and are encouraged.

The Finance Committee consists of the Treasurer, President and a board member, as appointed by the executive. It provides financial advice to the Board.

In addition, committees are appointed by the Board for special purposes, eg. Club planning, airfield development, aircraft replacement, building design and development. The Chief Flying Instructor is appointed by the Board at its first meeting following the AGM. The C.F.I. is responsible to the club for both the training operations and the flying operations during the flying season.


MANITOBA SOARING COUNCIL (M.S.C.)


The Manitoba Soaring Council was incorporated in 1970 for the purpose of promoting the sport of Soaring and to establish a liaison between the two Clubs existing in Manitoba at that time. The Winnipeg Gliding Club and the Red River Soaring Association joined in this common fellowship to open lines of communication. Shortly thereafter the Soaring Council commissioned a Trophy to stimulate and encourage inter-club flying and friendly competition. During the mid 1970's it came to pass, that the Red River Soaring Association disbanded and the Winnipeg Gliding Club had the good fortune to have some of the R.R.S.A. members join its ranks. After this, the Manitoba Soaring Council existed in name only.

In 1978, the M.S.C. was reactivated, when the Manitoba Provincial Committee of the Air Cadet League of Canada was persuaded to join the Council. The Council in 1979, made formal application for grant funding and received recognition from the Provincial Government's agency for recreation and sport. This was the first year that the Council received grant monies to financially assist its member organizations. In 1979 a new gliding group the Swan Valley Soaring Association, became the third member of the Council.

Currently the MSC is comprised of only the WGC and The Air Cadet Leaque.



SOARING ASSOCIATION OF CANADA / ASSOCIATION CANADIENNE DE VOL A VOILE

The Soaring Association of Canada (SAC) is our national association with headquarters in Ottawa. All members of the Club are enrolled as members of the S.A.C. Executive members are elected for two-year terms. We have a zone director to represent our club and others in the Prairie zone (Manitoba and Saskatchewan).

The association has a number of committees which represent us in dealing with various government departments such as medicine, licensing, air space use, aircraft certification, to name only a few. In addition, the association controls all training and safety aspects of the sport through other committees, and sanctions regional and national soaring contests.

More recently the association has set up a group insurance scheme for pilots and aircraft. Our club subscribes to this.

The association publishes Free Flight / Vol Libre (copyright pending) four times per year and it is sent to all pilots as part of their membership.



FEDERATION AERONAUTIQUE INTERNATIONALE (FAI)


Badges, Competitions and Records.

Gliding is an individual sport and one's achievements may be marked by the earning of badges, performance in competitions or, perhaps, the setting of records. Requirements for badges, rules for records and conditions for conduct of the World Soaring Championships have been set by the FAI which is the international body governing all sport connected with aviation. C.l.V.V. is the soaring affiliate of FAI and S.A.C. is FAI's and C.I.V.V.'s Canadian delegate in dealing with soaring awards and badges.

Your first badge (the "A" badge) is awarded at the club level on completion of your first solo flight, and progress to the "C" badge (a soaring flight of one hour after release) is usually quite rapid. The FAI badges (silver, gold and diamonds) become progressively more difficult to attain and range from a 1000 m (3281 ft.) gain in altitude as part of the requirements for a Silver badge to the 500 km flight for the distance Diamond. For more information regarding badges and requirements, see section 15.

Because piloting ability and knowledge play a large part in the actual performance of a sailplane in flight, it is possible to hold competitive meets even though many different types of aircraft may be flown. In Canada, a number of clubs host short local meets, while several provincial councils organize provincial championships. S.A.C. arranges the National Contest most recently held in Manitoba in 1970 (Carman), 1973 (Pigeon Lake), 1984 (Virden), 1990 (WGC/Brandon), 1998 (Brandon). The World Championship is a biennial event held in recent years in the U.S., Italy and Australia.


Flight Operations


The Club operates, weather permitting, generally from mid-April to the end of October, mostly on weekends and depending on the day in question, some mid-week afternoons.

Student training is carried out on weekday evenings and Saturday and Sunday mornings. Student training continues regularly on all holidays. Regular flying operations for solo and cross-country pilots take place each weekend afternoon and holiday afternoons. Vacationing members may often arrange a week or two's stay at the field.

A Duty Instructor is present and is in charge for all airfield activities during these times at weekends and evenings. A Field Manager assists with the ground operation.

To ensure the smooth working of the Club we have a number of rules, and these form part of this handbook. They are reviewed each year and amendments are published in the Club newsletter Sock Talk or disseminated via our extensive email ability. (see Appendix A).


  1. Discovery Flights

    Familiarization or Discovery flights are available to the public whenever there is flying, subject to the availability of a Club-owned glider and a pilot. The person desiring a flight is asked to become a "one day" member of the Club and to sign a waiver before taking a flight.

    Any Club pilot with a passenger rating may fly a Discovery flight using their flight position (See section 4.4).

    The Discovery flight fee covers the cost for a 20-minute flight, however depending on the Discovery flight package purchased additional flight time may be allowed.


  2. Student Flying

    Our Club operates a booking system for student pilots, to assign them to training periods of their choice.

    It is not always possible to arrange a perfect training program, and much of it will be up to the individual. Ideally, a two or three week course with 3 or 4 flights per day would be given to everyone but clearly this is not possible. If you take instruction over a longer period then the final sessions before you go solo should be as close together as you can manage. It may, for example, be tempting to fly every so often, to save money. In the long run, however, this is wasteful because you will need more flights to solo and you may achieve a lower standard of piloting.

    One-week student training courses can be arranged during flying weeks in June and July.

    As part of their membership, student pilots are supplied with a number of books, including the Soaring Instruction Manual.

    Student pilots are assigned to one training period per week after they have paid their membership and insurance fees. Normally, they will receive 2 or 3 flights per training session. If space permits students may be scheduled for a second session per week or they can turn up on speculation. At such times booked students get first choice of flights.

    On weekends students are welcomed to come for duty at the flight line. This involves hooking up gliders, retrieving them on the field assisting tow pilots in the refueling of the towplanes and generally helping with the operation. This also presents an excellent opportunity for students to fly in soaring conditions (should an instructor be available), or to fly with another pilot in the Krosno. Occasionally, they may be asked to crew for a cross-country pilot - Club tradition has the pilot buy his crew dinner on the way home!


  3. Student Training Sessions

    These are from 0900 on Saturdays and Sundays and last until about noon, and from about 1800 until one-half hour after sunset on evenings.

    Student pilots, instructors and the operations manager are encouraged to be at the field by 1730 or earlier so that they can perform the daily inspect (D.l.), clean canopies, etc., and tow the gliders to the flight line in time for flying to start at 1800. For morning sessions we try to get to the field by 0830.

    The Duty Instructor is responsible for all flying and airfield activities, but will generally delegate to a Field Manager or one of the students the following duties:


    • assembly of flight line paraphernalia (tow ropes, weak links, ballast cushions, time sheets, etc.)
    • assigning of student pilots to hook up aircraft, run wing, retrieve and keep the time sheets
    • return of paraphernalia to storage at the end of the flying training session


  4. Weekend and Holiday Afternoon Club Flying

    During the afternoons when there is no scheduled training, solo pilots come to enjoy the soaring conditions. Take-off order or position is determined by a Pilots' List on which sustaining members have priority over students and non-sustaining member pilots; the exact method of operation is detailed in the Club rules, see section Appendix A. Suffice it to say that a pilot does not have to fly when his position is reached and others may fly until a pilot with a higher position desires to take off first.

    A Duty Instructor will normally be on duty, and has responsibility for all the airfield activities. Prior to flying, all pilots usually identify themselves to the Duty Instructor and get a briefing on current conditions. The Duty Instructor is available to give advice and to take pilots for check rides or to go for a bit of soaring instruction.

    A Field Manager will normally be present to organize the ground operation, as discussed above. In his absence members organize things with the aid of any students who may have made themselves available during this time. Very often they too can arrange for some instruction should there be thermal conditions.

 

Airspace

  1. Alert Area

    Note that there is an Alert Area (CYA 408(S)), as shown on aeronautical charts, around Starbuck Gliderport. This means that VFR (Visual Flight Rules) aircraft are legally able to operate in this area, so keep an alert watch for traffic. This Alert Area extends up to but not including 3000 ft. above sea level (ASL).
  2. The Terminal Control Area (TCA) - Class C Airspace

    Class C airspace extends from 3000 ft. asl to 12500 ft. asl and its boundaries are defined on the Winnipeg VTA (VFR Terminal Area) and Brandon-Winnipeg Aeronautical Charts. General rules are:
  • Only VHF radio equipped gliders may be flown in Class C airspace,
  • Glider pilots must obtain permission to operate in this airspace before entering it. This is accomplished by contacting Winnipeg Terminal on 121.0 MHz or by phone at 204 983 8338.

        The complete TCA procedures are detailed in this section and should be known by all pilots.
.

  1. The Glider Activity Area (GAA)

    Upon request, the Winnipeg Terminal will reserve a slice of the TCA, up to a specified altitude, known as "Raising the Cap", in which we may fly without radio, or without radio contact with the Winnipeg Terminal controller. Note that the TCA overlays the boundaries of the Alert Area and extends to the 35NM radius of Winnipeg (Class C airspace).  To accommodate cross country flights beyond the GAA, 2 distinct extension areas (Area "A" and "B") have been identified and similarly to the CAP height of the GAA, these extension areas can also be opened. During such reserved time the controller will try to vector other aircraft around or over us, but we must maintain adequate vigilance as aircraft could still stray into the area. Here are the salient points of the TCA procedures:
    • Responsibility for obtaining airspace from air traffic control (Winnipeg Terminal) rests with the Duty Instructor.
    • Pilots of any glider (especially if NORDO) have the responsibility of checking the "cap" altitude and extension areas before takeoff. A pilot must stay below this height during subsequent flight. This is important!
    • Exit from or entry to the GAA for cross-country flights by NORDO gliders is permissible through the use of the Extension Areas A and B only, below cap altitude.
    • Recall Signal - pilots of NORDO gliders must check the gliderport occasionally to see if the following recall signal is displayed. (Also applies to radio equipped gliders if radio failure occurs.) This is a white smoke signal on the hangar roof lasting about 5 minutes.
    • The Duty instructor or evening instructor is to check that GAA (and any Extension areas) airspace reservation is canceled when no longer needed.


  2. Cross-Country Flying

    Experienced pilots often refer to the following notes and add these to their cross- country check list. (See also section 10.5.)


    • Do not climb above 12500 ft. asl - no gliders are permitted in the block airspace.
    • Portage Positive Control Zone - 10 nm radius of Portage military airbase, 7000 ft. asl and below - contact Portage Tower 126.2 MHz before entering.
    • Brandon Positive Control Zone - 5 nm radius of Brandon, 4000 ft. asl and below - contact Brandon Tower 121.1 MHz before entering.
    • Winnipeg TCA - 3000 ft. asl to 12500 ft. asl 22 nm radius of Winnipeg, contact Winnipeg Terminal 121.0 MHz before entering.
    • Stay clear of restricted area south of Brandon, military activity possible at any time.  Near Roland there is also a model rocket range that is restricted and opened under occasional NOTAMS.
    • Remember weather minima for VFR flight, especially distance to be maintained from cloud vertically and horizontally.


  3. Radio

    Most gliders in the Club are equipped with VHF communications radios. To operate such a radio the pilot must obtain a  "Restricted Radio Telephone Operator's License." It is necessary to pass a test given by our designated examiner on behalf of the Department of Communications. All members are strongly urged to get their operator's license as not only will your enjoyment of the sport be enhanced, but so will safety.

    When using the radio:

    • be clear and concise - use standard phrases if possible,
    • prepare message mentally before pressing transmit button,
    • listen out briefly before transmitting, to avoid interrupting others,
    • on initial contact with the Winnipeg Terminal use the term "glider" or "sailplane" and all four registration letters following the C when giving the aircraft identification (for example "glider Golf Victor Tango Hotel" for glider C-GVTH).


  4. Radio Frequencies


    Glider frequency 123.4 MHz Use glider to glider, and glider to Starbuck
    Winnipeg Terminal 121.0 MHz Use to communicate with Winnipeg TCU
    Portage Tower 126.2 MHz Use when in Portage Control Zone or when operating in Southport CYA's (Advisory Airspace)
    Brandon Radio 122.1 MHz Use when in Brandon Control Zone
    FSS 126.7 MHz For en-route position reporting



  5. The Phonetic Alphabet


    A Alpha N November
    B Bravo O Oscar
    C Charlie P Papa
    D Delta Q Quebec
    E Echo R Romeo
    F Foxtrot S Sierra
    G Golf T Tango
    H Hotel U Uniform
    I India V Victor
    J Juliette W Whiskey
    K Kilo X X-ray
    L Lima Y Yankee
    M Mike Z Zulu


SAFETY PRACTICES

  1. Introduction

    A famous sport flying club has a little notice on all their instrument panels. It says "All aircraft bite fools". Flying is much less forgiving than driving a car, and so in our Club there is a strong accent on airmanship and SAFETY. What is safety?

    "Safety is an attitude, a frame of mind. It is the conscious awareness of one's environment and actions all day, every day. Safety is knowing what is going on, knowing what can injure someone, knowing how to prevent that injury and then acting to prevent the injury or damage. To do this does not require a genius or PhD or even a degree or title or rank. All it requires is intelligence and a reasonable amount of native ability to see, hear, smell and THINK." (USAF Aerospace Safety)

    Here then, are our safety practices on the ground and in the air.

  2. Daily Inspections (D.I.)

    All Club aircraft receive a daily inspection on each day they are to be flown. Only those persons approved to do so carry out these D.I.'s and sign out the aircraft. The D.I. book (normally kept in the utility pocket in the cockpit of each Club glider) should be filled in with care and honesty. The job must be done thoroughly and if in doubt, consult the Duty Instructor. If you have not been shown how to do a D.I. you must first receive instruction and be signed out by an instructor.

    A good guide is to be found on the first few pages of the Club D.I. books.

  3. Walk-Around Inspections

    Before every flight the safety conscious pilot will go around the aircraft to ensure that all inspection panels are on, all visible bolts are safetied, there is no damage to the wings or fuselage, the wheel is inflated and the instrument lines are free e.g., pitot and static ports are not covered or blocked. Damage may have occurred on a previous flight of which that pilot had no knowledge, or may have occurred while the glider was waiting along the runway for you to fly it.

  4. Annual Inspection

    Aircraft with a standard Certificate of Airworthiness (C. of A.) are annually inspected by a licensed Aircraft Maintenance Engineer (A.M.E.). Transport Canada requires owners of amateur built aircraft to complete their own inspections and logbook entries each year.  Annual report forms are completed for each glider by March 31 of each year.

  5. Parachute Care

    It is general practice to wear a parachute when flying solo. Pilots flying Club trainers solo are encouraged to wear a parachute. Care of parachutes includes daily inspections. Check that the straps and cover, etc., are in good condition, that ripcord pins are not bent and that the red thread is unbroken. If the safety threads are broken or are not present. DO NOT use the parachute, have it checked out and repacked before wearing. Avoid getting a parachute damp and avoid oil and battery acid of course. A parachute is normally repacked in early spring by a professional packer. Preferably it should have its own bag. It is worth putting on the parachute and pulling the rip cord a week or so prior to repacking. Not only will you know how it "feels" but the chute then has a chance to uncrease and get back some of its "spring". Winter storage should be in a cool dry place.

    When putting on a particular parachute make a habit of feeling for the ripcord handle (D-ring) so that you know exactly where it is. When getting out of the glider on the ground do so with the chute on so that if you ever have to use it in the air you will have some practice of getting out of the cockpit with it on.

  6. Incidents and Accidents

    While we all hope to win the oldest living glider pilot award, the only way to do this is to avoid an incident or accident. Tougher glider specs, more stringent medicals, flying restrictions are no panaceas, although compared to other forms of flight, soaring accidents are not common. We know that going up means coming down and that in between we must be constantly aware and alert. How can we improve our awareness? We learn from others in all our endeavours, and flight safety is no exception.

    Should you therefore, unfortunately be involved in an incident or an accident the Club wants to hear from you. Please, fill in an incident report form, anonymously if you prefer, and perhaps with the help of any bystander, so that if there are lessons to be learned we may all learn and perhaps avoid a similar incident in our own flying. Incident report forms can be found in the flight operations building or from the Club Safety Officer.

 

 THE FLIGHT LINE OPERATION

  1. General

    During training student pilots are shown many of the following points by their instructors or other competent members. They are covered there for completeness of information because good ground operations are necessary to ensure the safety of pilots, bystanders and our aircraft. Points we watch are:

    • All aircraft are given a "daily inspection" (D.l.).
    • Prior to each flight it is good practice to carry out a walk-around inspection.
    • Gliders have to be carefully handled, and cannot be pushed or pulled, for example, on any control surface. Many have special lifting handles.
    • An adequate number of ground handlers for the prevailing weather (wind) should be available before the aircraft are taken out of the hangar or moved about on the ground.
    • Gliders should be parked well clear of the landing areas with the into- wind wing down and adequately weighted or tied down. Airbrakes should be open.
    • Cars should be parked well clear of the flight line.
    • People on and around the field should try to be aware of the location of all flying aircraft. Children need watching of course, and dogs should be tied up or walked on a leash.
    • It is a pilot's responsibility to look after his aircraft until the next pilot takes over.
    • When moving a glider, the windward wing is held low to prevent the wind from overturning the aircraft. Car towropes should be at least half a wingspan long. Ensure that the glider is kept directly in line behind the tow vehicle. When retrieving on the field, car windows are left open with vehicle radio off to enable the driver to hear any and all instructions from outside.
    • Aerotow ropes are fitted with a "weak link" at each end. Prior to each flight any knots which may weaken the rope should be removed. Some gliders with different hooks use special connecting lengths of rope which are added as needed to the normal weak link. Towhook rings must be compatible to the glider being hooked up. Ensure specialized weak links are removed if required before hooking up to a glider.

  2. Ground Signals

    • The Take up Slack signal is requested by the pilot. This means that the pilot(s) and glider are ready for takeoff and that the towplane pilot should take up the slack in the rope. The wing runner waves the free arm from side-to-side in a semicircular motion below shoulder height, and this is continued until the rope is taut.
    • The All Out or takeoff signal is done by the wing runner as soon as the rope becomes taut without specific command by the pilot. This is a full circular motion of the arm which is continued as long as possible while supporting the wing or until the glider is let go.
    • The EMERGENCY STOP signal. The wing runner, or any person nearby, shouts STOP and raises one or both arms above the head with palms facing forward. The arms are held motionless. The glider pilot(s), on hearing the command to stop should immediately pull the release to let go of the tow rope.

  3. Running the Wing

    Normally the windward wing is held by the wing runner who also assists while the pilot does the cockpit checks prior to take off.

    One of the most important actions for the wing runner is to ensure that the circuit is free of approaching aircraft which may make an immediate takeoff hazardous. With experience a wing runner will be able to judge when to start a takeoff, and when to wait for a landing by another glider.

    In winds which are almost straight down the runway the wings of the glider are held level by the wing runner. In a cross-wind however, the windward wing is held just below the horizontal to ensure that a gust of wind does not lift the wing and so make the takeoff more difficult for the glider pilot. In a strong cross-wind the pilot will usually expect the wing to be held even lower, and for it to be maintained in that position during the initial part of the take-off run. (Pilots of some high-performance sailplanes may request that the other wing be held.)

    The wing runner should run as far as possible with the glider while lightly holding the wing tip, taking care not to hold back or to push forward on the wing, which may start the glider swinging. Loose articles, clothing, etc., which may become caught on the wing should, of course, be avoided.
  4. Towplane

    • Always BE AWARE of the towplane propeller.
    • NEVER approach the towplane from the front.
    • If it is necessary to pass a message to the tow pilot, approach the towplane from the side and stay just beyond the wing tip until you have the pilot's attention. The pilot will then slow the engine or stop it, and open the window or door. You may then walk BEHIND the wing strut to convey your message. Move away with similar caution.

  5. Flight Sheets

    The daily flight sheets serve as a permanent record for accounting purposes, and as the official flight log for Club aircraft (the Club has special permission from Transport Canada to enter daily totals rather than individual flights in the Aircraft Journey Log books of the Club-owned aircraft). Therefore, it is important that the Flight Sheets be kept accurately and legibly on the approved form.

    The Flight sheet is divided into two parts: A) the larger part is further divided into sections concerned with flight crews, gliders, towplanes, payment, notes and accounting; B) the smaller part serves as a summary of flight times for Club aircraft and is separated from A at the end of the flying day.

    Keeping the Flight Sheet

    Beginning of the day and start of each new sheet:

    1. Enter the correct date and page number on the top of both the A and B sections of the sheet.

      Preflight:

    2. Enter the names of the flight crew.

      The P1 (pilot in command) is the instructor on instructional or introductory flight; the solo pilot; or the licensed pilot with passenger carrying endorsement on other dual flights.

      The P2 is the passenger, i.e., the student pilot flying dual, the licensed pilot being checked out.

    3. Enter the registration of the glider and tow plane, the name of the tow pilot, and the intended tow height (height above ground, normally 2000').

    4. Enter the means of payment - cheque ("name cheque") or sustaining member account ("name account"). Cash payments are the responsibility of the Duty Instructor and are preferably covered by his~her personal cheque. In certain cases the pilots are not assessed flight charges, eg. test flights of Club aircraft, instructor training, instructor check flights, aborted take offs, etc. In such cases, the payment section should be left blank, and the reason given under NOTES (see Step 7).

      Timing the flight:

    5. Enter the "Take off" time, the "Release" time and the "Landing" time. Calculate the "Time" (the elapsed time between take off and landing). Enter the flight time under "Time". In cases where a Club glider lands off field, an estimated landing time is entered on the sheet if the exact time is not known. The same watch or synchronized watches should be used to time flights; this is very important in the case of badge flights. The 24 hour clock is to be used in recording flight statistics.

    6. Enter the flight time under "Log Times" in Section B under the appropriate glider or towplane registration. Indicate flights in privately owned gliders by drawing a line through the boxes for Club-owned gliders and entering the tow time under the correct towplane registration.

    7. List special circumstances regarding a flight or payment for same under "Notes", eg. first solo, rope break, simulated rope break, check flight, off field landing, test flight, x-country to (name destination), instructor training, intro flight, B-badge, -badge, etc.

      At the end of the day:

    8. Check to see that all entries have been made on both the A and B parts of each page.

    9. Total the flight times and the number of flights for each of the Club aircraft and enter the totals at the bottom of each page.

    10. Enter the total number of pages at the top of each A and B part of every page; separate the A and B parts. Staple cheques to the A parts and put them in the cabinet in the flight operation building. Staple the B parts together and put them in the receptacle provided in the flight operations building. The person in charge of the log books will then enter the times in the appropriate log books.

CIRCUITS. LANDINGS AND GROUND HANDLING

  1.  Circuit Patterns

    A standard rectangular circuit pattern is used for all flights at the Club.

    Gliders normally fly a left-hand circuit at the Starbuck Gliderport. Towplanes and other power aircraft fly right-hand circuits.

    The glider circuit is normally entered at about 800 ft. above ground level, which is more than enough for a good circuit. Always remember, once committed to a landing, no further soaring should be attempted. Speed should already be a minimum of 45 kt (50 mph), the Club's golden rule below 1000 ft. agl.

    The downwind leg is adjusted to compensate for wind direction and speed. Should the circuit be entered low, the downwind leg may be shortened and a landing made at the upwind end of the runway. If heavy sink is encountered a pilot will turn onto the base leg sooner, or may widen the circuit if he judges he is high. If a pilot is still too high on the final approach, under NO circumstances should they do a 360 degree turn or make a series of S turns. The landing should be made straight ahead at the correct airspeed ([1.3 x stall speed] + wind speed) (stall speed is different for each airplane, make it a habit to know what it is) for the prevailing wind, using a side-slip if needed.

  2. Landings

    The technique of landing a sailplane differs from that of a power plane in that it is never touched down in a fully stalled condition. After touchdown nearly full spoiler is applied to hold the sailplane down. The glider's attitude at touchdown should be maintained after touchdown. Closing the spoilers or pulling back on the stick will result in becoming airborne again!

    An accurate and smooth landing is the result of a properly planned and executed circuit, flown at a correct and steady airspeed and with well judged use of spoilers/airbrakes and/or flaps. Good landings come with practice!

  3. Ground Handling and Retrieving Routes

    To prevent accidents and confusion on our field when a number of gliders are active, separate retrieving routes, glider marshaling areas and car parking areas have been adopted.

    The runways are also divided down the centre to separate takeoff and landing areas. Though on individual days the Duty Instructor may alter the procedures to suit conditions, generally the RIGHT side of the runway in use at the time will be used for all takeoffs, and the LEFT side for all landings.

    The active runway shall not be used for towing gliders from the hangar area to the flight line, with the exception of 09/27.

The Aerotow


This is the method of launching used in our Club and is one of the most effective and safe ways of becoming airborne. There are a number of safety considerations not the least of which is the fact that the glider pilot is formation flying, and the two aircraft involved are tied together with a rope.

The objective of the tow pilot is to get the glider up in the shortest time possible consistent with leaving the glider in a good area for training or a good area of lift. The following notes are aimed at achieving fast, safe tows in our Club.

  1. The Takeoff and Tow, Towing Position and Speed

    During the takeoff run it is important for the glider pilot to keep straight behind the towplane, and to prevent a climb of more than a few feet before the towplane becomes airborne. After takeoff watch for a possible launch abort, or "wave-off", especially on hot still days. Plan your emergency landing ahead of time, before every takeoff.

    The "high tow" position is used during the tow. The correct glider position is achieved when the towplane's wheels  are lined up with or slightly above the horizon line. 

    To prevent the towplanes' engines from overheating all tows are at 62 kt (70 mph) unless the glider pilot requests otherwise.

  2. The Towing Pattern

    The tow pilots normally fly towing patterns appropriate for the wind direction and strength. Glider pilots may often request a different release point by radio, or in the case of a NORDO (no radio) aircraft the glider pilot will himself ask the tow pilot for a special circuit prior to the tow. This arrangement ensures that the gliders are never taken out of easy gliding range of the field unless specifically requested.

    Normally, after takeoff, the initial climb will be on the runway's extended centreline to about 300' agl. A gentle turn to approximately 45 degrees off the runway heading is then made in the direction of the prevailing wind. This will position the glider upwind in the event of a rope break and give the best possible climb gradient. (If the winds are very light or calm, the direction of the turn is optional.) The climb will generally be continued on this heading until approximately 1,000 ft. agl in average wind conditions, or higher if the winds are strong.

    A turn is then executed through approximately 135 degrees to return to cross the runway's extended centreline. At about 1,300 ft. agl, a further turn is executed to head directly towards the airfield. If the glider does not release at 2,000 ft. agl and wishes to go to 3,000 ft. agl, the towplane will make a second turn 45 degrees off the runway heading to continue the climb.

    Circling in thermals will sometimes be done with the glider on tow, either by prior agreement, or if the tow pilot knows the glider pilot is experienced and that the thermal is strong.

  3. Emergency Signals While on Aerotow

    Emergency procedures and signals are particularly important during the takeoff and aerotow.

    The three air signals which are used between the towplane and glider are:

    1. Towplane waggles the wings in a rolling motion, one way then the other, means the glider pilot is to release immediately. This is quite a distinctive manoeuvre and is sometimes called a wave-off. If the glider pilot does not comply immediately the tow pilot may release from his end of the rope.

    2. Glider moves to the left of the towplane and waggles the wings. This means the glider pilot cannot release. The tow pilot will then slowly throttle back to stop climbing, and will return to within gliding range of the field. He will then let go of the rope from his end. The glider pilot shall attempt to release the rope again before landing.

    3. The tow pilot will waggle the rudder of the towplane to signal that the tow is too slow for some reason. This could be because the glider's dive brakes are out or something else is wrong. Be prepared to receive signal 1 if this slow tow continues, it may be necessary for you to release.

CHECKLISTS

Before proper cockpit checks were introduced a number of accidents resulted from such things as dive brakes opening on takeoff. To overcome this particular problem and other similar problems in flying, it is necessary for us to learn to be systematic and thorough, in particular with cockpit drills. Suitable lists have now been devised and are in widespread use today. It is essential that these pre-take-off, pre-landing and other necessary VITAL ACTION checks be performed with care.

These check lists have been made into easily remembered lists, or mnemonics, and though they are standard for Club aircraft, it is strongly recommended that private owners add to the lists as required, and that they equip their cockpits with these lists.

If a list has been systematically adhered to, the pilot will know that he has checked all items. If therefore you are distracted halfway through, you should start at the beginning again to ensure you have in fact gone over all those vital actions.

The following mnemonics are used in our Club, and they should be used by all pilots as follows:

  1. Prior to Each Flight - "CISTRSC-WAT" (Sisters C What?)

    C Controls Check for freedom and correct direction of movement.
    I Instruments Set altimeter, check instruments, radio.
    S Straps Tighten lap strap first, then shoulder straps.
    T Trim and Ballast, if any Pilot weight(s) within limits?
    R Release Check it now, then have rope connected.
    S Spoilers or Dive brakes Open them and lock closed.
    C Canopy Close and lock.
    W Wind Direction and strength?
    A All CIear? Ask the wing runner.
    T Towplane flaps Are they set down for takeoff?


  2. After Release From Towplane "RTL"

    R Rope gone Only turn after seeing rope has gone.
    T Trim Retrim for cruising flight.
    L Location Note whereabouts of field.


  3. Prior to Carrying out Stalls, Spins, Aerobatics "CALL"

    C Cockpit No loose articles, straps tight.
    A Altitude Must be above specified minimum.
    L Location Not over airfield, farm buildings, etc.
    L Lookout Make sure no other aircraft are around and/or below by doing a "clearing" S turn.
     
  4. Downwind or Pre-Landing Check "RSWAFTS"

    R Radio advisory On circuit entry pilots briefly advise, eg: "Starbuck, Victor Tango Hotel (for glider C-GVTH) downwind for left-hand on runway one-three".
    S Straps Check and pull straps tight.
    W Wheel and Water Check wheel is down and locked (announce "gear down and locked" on the radio) and dump water.
    A Airspeed Select for circuit and landing (minimum 50 mph or 45 kt*). (See also section 8.1.)
    F Flaps Retrim as required.
    T Traffic In circuit and on ground?
    S Spoilers Check operation, be ready to use.


    Note: Determining of wind direction and strength is a part of good airmanship and should be monitored at regular intervals during a flight and particularly when preparing to land.

  5. Cross-Country Check List

    The following is a suggested starting point for an early cross-country flight. As you gain experience you may wish to modify it to suit your own requirements and sailplane. (See also section 5.4.)

    Before the day of the Flight


    1. Weather. Get a comprehensive report including wind speeds and directions at various heights, tendencies for the day and whether any high cloud is due to move in.  Review computer based SOARCAST for soaring conditions and expectations.

    2. Arrange a ground crew to retrieve your sailplane should you land out.  Brief them on any unusual items with respect to car or trailer.  Leave keys in ignition.

    3. Charge battery(ies) for the airplane to make sure you don't end up without communication.

    4. Assemble any special dismantling tools for the glider with tie-downs and ropes for an off-landing, secure in sailplane. (Never leave the glider without at least one wingtip securely tied down, after a landing in a strange field.)

    On the day of the Flight

    1. Colibri GPS data logger mounted securely with tasks and turmpoints loaded in database.
    2. Flight intent discussed with Duty Instructor.
    3. Make sure the map is marked with the selected course and is conveniently folded. Club telephone number to call after landing should also be written on it.
    4. Ensure landing card or FAI badge claim form is in sailplane. Have it signed after landing by a minimum of two bystanders.
    5. Brief the tow pilot on required release height and position - see below and badge flight requirements for Silver C distance flight.
    6. Ensure retrieve crew have maps, know where you plan to go, your alternates, phoning arrangements, etc. They should also have the ignition, trunk and trailer door keys of the retrieve vehicle and trailer.
    7. Lunch, drink, relief device, parachute, mosquito repellent, and make sure your seating arrangement is well and truly comfortable (6 hour flight?).

For attempts at Silver C distance, the release height must be less than 1% of the distance flown, which must be a minimum of 50 km. The distances to go from various release heights are:

50 km - 500 m (1640 ft,)
55 km - 550 m (1800 ft.)
61 km - 610 m (2000 ft.)

You should, for convenience, try to release over the field, but make sure in any case, that the O.O. observes your release.

CLUB EQUIPMENT

  • Parachutes

    Pilots are encouraged to wear a parachute whenever flying the Club single seat gliders. The Club's parachutes are kept in their own nylon kit bags and must be returned to the storage cabinet after being worn.

    Parachute Do's and Don'ts
     
    Do:
    • Handle your parachute carefully and gently.
    • Keep your parachute dry.
    • Keep your parachute in a bag.
    • Carry your parachute by wearing it without snapping the fasteners (best); otherwise it should be carried in the kit bag or under your arm.

    Don't:
    • Pick up your parachute by its risers or by the rip cord handle - lifting or carrying a parachute by its rip cord handle will always result in a premature opening.
    • Place it near a heat source or in direct sunlight - heat causes nylon to become brittle.
    • Place heavy objects on top of the parachute.
    • Drop your parachute - this can bend or break the metal release pins and cause a complete malfunction.

    TAKE CARE OF YOUR PARACHUTE, AND YOUR PARACHUTE WILL TAKE CARE OF YOU!

  • Retrieval Vehicles

    The flight operation is supported by motorized glider retrieval vehicles which, from time to time, do change.  Currently we operate with a quad style ATV with high and low ranges and reverse.  If not familiar with the operation of this unit consult with one of the club members who is and they will be able to brief you on the correct operation.  As well as the quad we have a gas engined golf cart that can be utilized for not only ground retrieves of gliders but also for moving people around the field.  Again, if you do not know how to use the equipment please ask.

  • Fire Extinguishers

    Extinguishers of various types are kept in the following locations: hangar (2) near towplanes, operations van, and one in each towplane cockpit, at the fuel tank and in the flight line operations cart.

    Fires can be categorized into four groups:

     

    A type Paper, wood, cloth
    B type Gas, oil, and fuels
    C type Electrical
    D type Metal fires such as magnesium

    Fire Extinguishers come in many different shapes, sizes and ratings. Given the type of chemical inside the canister, the label will indicate that it can be used against A, BC, or ABC type fires. If it is a water extinguisher, it is rated for A type fires only!! They are also rated for capacity in units of fire. (Nobody seems to really know how large a unit of fire is, however.) The label will indicate that the extinguisher should handle 20 units of type A and,or 60 units of BC for example. The interesting thing is that if these numbers apply to a 10 lb canister, it doesn't necessarily mean that a 20 pounder will have double the rating.

    The following is an edited excerpt from an article written about an instructor's and tow pilot's seminar held at the Macdonald Municipality Fire Hall:

     

    ...there were about four or five extinguishers in the room which were checked for ratings and weight and it turned out that the best type of extinguisher is a ten pounder with the maximum rating for A, B and C type fires. ...(those present eventually went) outside to see a demonstration of how these things worked. The fire department supplied about a dozen extinguishers and it was also decided to "blow off" the ones from the Club.

    All the extinguishers used were dry chemical except one with water (the Club's). The 20 pounders were heavy when full and did last a bit longer than the 10 pounders. The most interesting thing was that the average life of the extinguishers was anywhere from 30 to 60 seconds (editor's emphasis) depending on their size (if the plunger was held down the whole time). This does not give you very much time to put out a fire.

    The best way to spray the chemical over the fire is to stand about 4 to 5 feet away, sweep the nozzle across the surface of the fire from the side, working from one side of the fire to the other always working away from you. Then when the fire seems to be out, watch it, never turn your back on the fire!! At least 50% of the time, it (diesel fuel in a 5' x 4' pan) swept right back across the pan because a spark hadn't been put out completely. The fire may re-ignite even though the fuel is completely covered with extinguisher chemical!

    It was also interesting to note that when the chemical was sprayed too close to the burning fuel, it tended to spray and ignite an even larger area.

     

    As of July 1st, 1987, the MacDonald Municipality will have had a new system installed for reporting an emergency. Whereas the old system consisted of 7 special phones in volunteer members' homes (which may not have got answered if people were not home to hear it), the new system connects with a central dispatch in Morden through MTS and the fire or ambulance volunteers are alerted via personal pagers. This system is effective 24 hours per day every day. The operator will ask you questions such as whether fire or ambulance is required and the exact location

  • Note that our physical location is identified by a red outlined laminated paper attached near the phone in the clubhouse as well in the front of the operation binder kept in the operations suitcase.

    Calling 9-1-1 from any phone will connect you to the emergency call center.

  • The Cutting Rescue Kit

    A set of tools has been collected for use in case of an accident resulting in difficulty in safely removing the occupant(s) from the wreck. They are kept in a marked box in the clubhouse storage room.

     

    1 come-along 1 fire axe 1 hacksaw
    1 tin-snips 1 swede-saw  

     

    These tools are for emergency use only!! This purpose would be defeated if they are not all instantly available in their storage box. Keep the set together. Under no circumstances except a crash are the tools to be removed from the field.


  • First Aid Kits

    First aid kits are kept in the flight operations building and in the flightline operations cart.


  • Stretchers

    One of these is kept in the flight operations building storage room.