AIR ACTIVITIES BADGE GLIDING

Transcription

1 AIR ACTIVITIES BADGE GLIDING

2 CONTENTS: AIR ACTIVITIES BADGE GLIDING THE REQUIREMENTS... 3 IN THE COCKPIT... 4 THE BASIC LAYOUT OF GLIDER... 6 GROUND TOWING & HANDLING... 7 LAUNCH PROCEDURES BEFORE FLIGHT FLIGHT REFERENCES... 32

3 Air Activities Badge gliding the 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. 3

4 IN THE COCKPIT Airbrake lever Release knob Rudder Stick pedals Rudder pedal adjuster Trim lever Cockpit the controls in K13 VARIOMETERS ALTIMETER AIRSPEED INDICATOR COMPASS TURN & SLIP INDICATOR Cockpit the instruments 4

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6 THE BASIC LAYOUT OF GLIDER RUDDER COCKPIT CANOPY WINGTIP PORT AILERON AIRBRAKE PADDLE LEADING EDGE LIFTING HANDLE ELEVATOR WING ROOT TRAILING EDGE STARBOARD AILERON K13 - Parts of a glider 6

7 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 handling Where 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 HANDHOLDS aids include tow out gear, comprising of arms fitted to tail dollies and wing dolly wheels to support the wing well WINGTIP clear of the ground. Combinations of PUSH these allow some gliders to be safely NOSE 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. 7

8 downwind wingtip My wing Hold upwind wingtip only Your wing WIND 8

9 Hooking on the cable the launch hooks nose hook belly hook for for aerotowing - winching - aero-towing - bungeeing Do not put a hand through the clear vision panel When hooking up the rope to the glider, open the canopy 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 9

10 Towing gliders Gliders can easily be towed by a suitable vehicle, using a towrope attached at the glider s Brief the w ing w alker of the intended tow route and how Tow at to call for a halt to tow ing. walking pace The tow vehicle should avoid rough terrain Window s should be ope n; radio OFF The driver should adjus t 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. 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 flexible w ings of gliders mean they flex / bounce w hen going over any bumps. A firm grip is required so as to not lose hold of the w ing tip. Do not put fingers through any holes in w ing tips or you risk injury Tow at w hen the w ing flexes. moderate pace Using tow out ge ar Tow 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 TAIL DOLLY dow n. Do not m ake any s udde n m anoe uvres, 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. WINGTIP DOLLY 10

11 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 tyres In 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 intowind wing up (excp strong winds) 11

12 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. Clubhouse Glider hangar The winch is sited at the upwind end of the take-off and landing strip Car park LOOK OUT!!! Do not drive across the airfield without permission When crossing any active area keep constant lookout. in emergency gliders land anywhere Keep behind glider which is about to be launched BE CAREFUL winch cables are lethal Wind socks Main run Landing Take off Landing area Launch point 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 12

13 METHODS OF LAUNCHING AUTO-TOWING runaway must be enough long 2 types of auto-tow: - standard - reverse pulley CATAPULT/BUNGY LAUNCHING require a brisk to strong wind blowing straight onto and up the face of the hill AEROTOWING - launching the glider behind a suitable tow-plane 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 Aerotow Getting 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! 13

14 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 14

15 You will be informed via radio Winch this is launch Cables have arrived repeat Cables have arrived. You will receive message: Winch this is launch take up slack...(glider's type e.g. K13)... (e.g. South) cable 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 wait for Launch Point's instruction repeat Take 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 pilot will lower the nose of The engine speed needed to give a safe, effective launch varies the glider and keep it like that. according to the type of glider and prevailing w ind conditions; The winch driver must make the w indsock can provide a useful guide to the latter. 15 an immediate and positive response to these signals by decreasing or increasing the power setting.. 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. 15

16 any conflict with the launch??? STOP, STOP, STOP close the throttle, apply the brake stop the engine Inform the launch point Winch all stopped and wait for further instruction a malfunction of the release mechanism could mean the pilot is unable to drop the cable or a problem with the winch 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. LAUNCH FAILURE cable 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. 16

17 remove cables from retrieve vehicle when arrived 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 Check the weak link colour and condition, and if necessary change the strop Lift th e win gtip till the wings are le ve l. Lay out the cable and wait for pilot's instructions 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 IN THE MEANTIME Check whether it is & say all clear above and behind any gliders? => point them out - hold it lightly to provide support - run w ith glider until the w ingtip any conflict with the launch??? STOP, STOP, STOP ( hold your arm straigh t above you r he ad) REMEMBER ANY PERSO N C AN C ALL O UT TO S TO P A LAUNC H. a free cable Attach the cable and say Close glider starts roll => do not hold back BUT leaves your hand being launched or w alk over Pilot will reply Close (often another person): w hen a glider is NEVER pick up when pilot is ready he/she will ask for the cable & say Hook on & open The w ingtip holde r Check if cable is clear Start launch say: take up slack 17...(glider's type e.g. K13)... (e.g. South) cable (wave a straight arm side to side be low the ch e st in fron t of you) Just before cable tightens say: all out, all out (wave a straight arm side to side above th e h e ad) 17

18 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 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; 18

19 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. 19

20 Winch this is launch Cables have arrived When LPC starts launch, he/she will say: take up slack...(glider's type e.g. K13)... (e.g. South) cable Just before cable tightens LPC will say: all out, all out any conflict with the launch??? STOP, STOP, STOP Inform LPC that second cable is clear Wait for Launch Point Controller's (LPC) instruction Repeat: Winch this is launch take up slack...(glider's type e.g. K13)... (e.g. South) cable Winch driver will repeat Take up slack...(glider's type e.g. K13)... (e.g. South) cable 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. 20

21 BEFORE FLIGHT PARACHUTE: How to put it on Put your left arm through the left riser first RISERS D-RING Put your right arm through the right riser CHEST STRAP Clip the leg straps PROTECTIVE PADS Clip the chest strap LEG STRAPS How to take it off Undo the chest strap first Parachute Undo the leg straps Let the left riser to slide off your shoulder first 21

22 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 How to use it Remove canopy Undo seat harness Leave the glider (if possible under the wing) Put your right hand on 'D' ring THEN push down firmly on your right hand with your left 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 22

23 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 needed D 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 distance do not move the stick too forcefully B BALLAST double check if the cockpit weights are in the limits S I STRAPS INSTRUMENTS are they done tightly? Are they secure? F T FLAPS TRIM (green lever) are they fitted? C CANOPY(red lever) NEVER allow canopy to drop shut (it can be damage); is it closed & resistant to Is there any broken glass? Did you set the altimeter to zero? Is electric variometer switched on? check if you trimmed the glider correctly pressure? B BREAKS (blue lever) open the airbrakes fully => half close them => then close them & make sure they are locked E EVENTUALITIES what will you do in case of launch failure? what is nominated speed? will you land ahead or turn left/right? 23

24 Here you can check if you need extra ballast 24

25 FLIGHT You h ave con trol I h ave con trol It is always good to know who is doing the flying LOOKOUT scan ahead, on the horizon BEFORE YOU TURN Look back and away from the direction of any proposed turn scan 90 segment on and abov e and below it the opposite side and as scan 45 right (or left) far back as possible Scan 45 segment on Look ahead Check the attitude & the ASI scan cycle scan 90 right (or left) Look in the direction of proposed turn the opposite side and as far back as possible look directly Look ahead Check attitude ov erhead check w ings lev el Adj ust as necessary look ahead. Check the attitude and ASI Turn 25

26 6 o'clock 12 o'clock high LOWER PRIORITY HIGH PRIORITY HIGHEST PRIORITY HORIZON LINE 26 3 o'clock low Identifying potential threats - you may find useful using clock terminology to communicate with other pilot. 26

27 EFFECTS OF THE CONTROLS AILERONS => ROLL ELEVATOR => PITCH RUDDER => YAW Primary effects of the controls CONTROLS STICK LEFT RIGHT CENTRAL LEFT AILERON UP LESS LIFT LESS DRAG RIGHT AILERON DOWN MORE LIFT MORE DRAG LEFT AILERON DOWN MORE LIFT MORE DRAG RIGHT AILERON UP LESS LIFT LESS DRAG ELEVATOR NEUTRAL BACK FOWARD RUDDER PEDALS GLIDER EFFECT LEFT FOOT FOWARD RUDDER ROLLS LEFT ROLLLS RIGHT UP RAISES THE NOSE FLIES SLOWER DOWN LOWER THE NOSE FLIES FASTER LEFT LEFT RUDDER YAWS LEFT RIGHT RIGHT RUDDER YAWS RIGHT UP ELEVATOR DOWN NOSE DOWN DOWN ELEVATOR UP NOSE UP INCREASE DRAG NOSE UP/DOWN RIGHT FOOT FOWARD TRIM LEVER NEUTRAL FOWARD BACKWARD BREAKS TAB 27

28 right wing down left wing down Going into a turn Coming out of the turn Look around Hold the w ing level (check yaw string) Look ahead Check the attitude Relax backward pressure on the stick; centralise the stick and rudder Apply the bank (stick & rudder together) Take off the bank with the stick and rudder together Stop the bank with the stick Reduce rudder ease back slightly Keep bank constant Do not let the nose drop lookout 28

29 variometer & speed to fly ring air speed indicator airbrakes SPEED CONTROL airflow (noise) attitude attitude attitude trim steep turns (it is more difficult to control speed) stick (avoid harsh movement; to speed up move stick slightly forward and wait monitoring speed) e.g. HORIZON LINE 40K 55K 70K 29

30 THE FORCES ACTING ON THE GLIDER 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) LOWER PRESSURE DRAG (D) HIGHER PRESSURE WEIGHT (W) 30

31 HOW TO STAY AIRBORNE Source of therm als: - slopes facing the sun; Thermals - tow ns; Ofte n cum ulus clouds form at the top of the the rm al, m ark ing w he re the the rm als are. - airfie lds The rm als te nd to line up along the w ind direction The s un heats a volum e of air Ridge Lift The air has no option exce pt to flow up and over hills or m ountains IDEAL CONDITIONS: the w ind is blow ing directly at a ridge - the angle of slope has influe nce on the s tre ngth of the lift - a long ridge produce m uch bette r hill lift than a s hort one (is olated hill) 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 31

32 References: 1. Gliding from passenger to pilot by Steven Longland Beginning gliding by Derek Piggott 3rd edition BGA Instructor Manual