Figure 1. Diagram of Bathurst Airfield Runways

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1 1.0 Introduction. Welcome to 327 Flight! You have been successful in gaining a place in the 327 Flight Gliding School. Your course will be held at the Bathurst Aerodrome This pre course study package will tell you a little of what you can expect on course and it will provide you with some material that you will need to learn before you arrive. 2.0 The Bathurst Aerodrome. A diagram of the Bathurst Aerodrome appears in figure 1. There are two runways, the main one is sealed and is shown below in black. The other is gravel and is shown dotted. Runways are identified by numbers; the main Bathurst runway provides pilots with two possible takeoff directions. Runway 17 is used when the local wind direction is southerly. Runway 17 is aligned on a magnetic heading of approximately 170 degrees, hence its name. The reciprocal runway, runway 35, is aligned on a heading of 350 degrees magnetic. Gliding operations will be conducted from a grass strip adjacent to the left hand side of runway 35, as shown in Figure 1. Power traffic, including Regional Express commuter aircraft, will use runway 17/35. At all times gliders will remain outside the gable markers that delineate this runway. All AAFC gliders carry radios and make the same circuit broadcasts as do powered aircraft. Figure 1. Diagram of Bathurst Airfield Runways Depending on the wind direction, it may also be necessary for gliding operations to be conducted from runway 08/26. This is gravel strip is shorter than the main runway and unlike the main runway; gliding operations are conducted on the grass verge within the runway boundary. Because of this we must show consideration to other users and remove parked gliders from the runway when power traffic is in circuit. You will receive ground briefings on moving gliders and airfield safety on day one of your course. GV Page 1

2 3.0 The Blanik Two Seat Training Glider 327 Flight owns two L13 Blaniks, one of which is pictured below. The Blanik is a metal two seat glider, build in Czechoslovakia. It is a well proven training aircraft with excellent handling qualities and a glide ratio of 28:1 The seats are arranged in the fore and aft configuration found on most gilders; the student occupies the front seat and the instructor the back. Figure 2. The AAFC Blanik (VH GVD) (On the grass verge of Runway 26 at Bathurst.) The photo below shows the Blanik s front cockpit. This will become a familiar environment during your time on course. Figure 3. The Front Cockpit of the Blanik L13. In addition to the two AAFC Blaniks you may also fly in other training gliders provided to the AAFC by the Bathurst Soaring Club, which operates from an airfield nearby. These aircraft will be introduced to you by your instructor during your course. GV Page 2

3 4.0 Pre Course Study Achieving all the allocated flights on each course is not easy. Bad weather can cause the flying program to be disrupted and delays at the launch point caused by pilots who do not know their checks, also reduce the number of flights that can be achieved. Therefore before you arrive on course it is expected that you will already have learnt your pre takeoff and pre landing checklists; indeed you will not be allowed to fly until you can recite them. This package will provide you with the necessary information and it expected that you will undertake this study in the weeks prior to your first course. 4.1 Why do we use checklists? Checklists are an essential part of aviation and are used in commercial, military and recreational aircraft. They are used prior to all critical aspects of flight such as takeoff and landing and help ensure that the aircraft is correctly configured for the next phase of the flight. They serve as a formal reminder to help prevent errors of omission and contribute to a safer flying environment. For example, prior to landing one might reasonably expect that the undercarriage should be in the down position. (Wheels up landings are untidy and can be very expensive!) The task of lowering the undercarriage therefore is part of the pre landing checks. In large aircraft written check lists are frequently used, especially where the list of items is long and difficult to remember. In gliders the list of items to be checked is short and acronyms are used to assist the pilot to remember each one. While being able to recite checklists is important, this will not guarantee that the checks are actually performed correctly. Correctly performing each operation is essential. When carrying out each item on the checklist it is therefore necessary to: 1. Locate the control concerned 2. Identify its current position 3. Operate that control if this is required. Consider the undercarriage example cited earlier. As part of the pre landing checks it is necessary to correctly locate the under carriage lever, identify its current position and operate it if necessary. If the undercarriage is already in the down position then it is not necessary to operate it; in fact doing so would raise the undercarriage and result in a wheels up landing! Therefore identifying the current position of the control is a critical part of the check. The following material will provide you with the information you will need to learn your checklists and a little about how each item relates to the aircraft. On board the aircraft your instructor will demonstrate how each step is to be carried out. GV Page 3

4 For now, you should learn to recite the following check lists, as this will save considerable time in the glider at the launch point. It will help your retention if you have someone regularly test you on this material. 4.2 Flight Instruments and Controls. Before we consider the checklists, a review of the basic flight instruments and controls will assist in their understanding. Figure 4 shows a close up view of the Blanik instrument panel. Beginning at the top of the picture: The yaw string is fixed to the outside of the canopy; it aligns itself with the airflow over the glider and is used to assist the pilot with rudder co ordination. The airspeed indicator shows the current speed of the glider in knots. The magnetic compass indicates the glider s heading in degrees magnetic, (this one is indicating about 260 degrees). The variometers, (varios), electrical and mechanical, provide the pilot with a measure of the aircraft s rate of climb or sink. These are also calibrated in knots. A climb rate of one knot represents approximately 100 feet per minute. The electric vario provides a faster response than the mechanical one; both are useful to the pilot when thermalling. The altimeter shows the altitude of the aircraft above mean sea level (amsl). It is a pressure sensitive device and must be set to show the airfield elevation before takeoff. (The elevation of the Bathurst aerodrome is 2450 feet amsl.) The yellow handle in the centre of the panel operates the release mechanism which detaches the glider from the tow rope. (It is therefore very important not to touch this unless you are instructed to!) To assist in recognising it, the release handle is always coloured yellow. Perhaps the most important control of all is the joystick or control stick. This operates both the ailerons and elevators; the pilot will have this in his right hand at all times. (The elevator controls the gilder s speed. Ailerons are used to make it roll). GV Page 4

5 Figure 4. The Blanik Instrument Panel The rudder pedals lie beneath the instrument panel and the pilot operates these with his feet. (The rudder causes the glider to yaw.) Figure 5. The Blanik s Airbrake Flap and Trim Controls GV Page 5

6 The pink handle is on the left hand side of the cockpit, (fig 5), operates the flaps which are shown in Figure 6. The Blanik has Fowler flaps; these provide an effective increase in the wing area and create more lift (and unfortunately a little more drag). As a result they reduce the stalling speed of the aircraft. The Blanik s flaps are extended by lifting the flap lever and moving it to the rear of the slot, shown in Figure 5. Although the Blanik has a pink flap lever there is no universal colour code for this control, (indeed not all gliders are fitted with flaps.) The airbrake lever lies in the slot below the flap lever. It controls the airbrakes which are surfaces that extend above and below a portion of each wing, as shown in Figure 6. The airbrakes destroy part of the wing s lift and create considerable drag, and as a result they consume potential energy and cause the glider to adopt a higher rate of descent. They are used to control the descent of the aircraft on its final approach. The airbrake lever is always coloured blue. (Airbrakes are not a speed control; they have only a minor effect on the aircraft s speed. The elevator controls the airspeed.) The trim lever, shown in figure 5, is located below the airbrake lever. For ease of identification the trim control is universally green in colour. It adjusts the speed at which the glider will fly hands off. (Trimming the glider will be demonstrated and practiced during your course.) GV Page 6

7 Figure 6. Glider Control Surfaces GV Page 7

8 4.3 Check Lists There are three checklists that you will need to learn before your course, we will discuss each in turn. So as to assist us to remember our checks we use a particular acronym for each one Pre Takeoff Check Lists Before entering the glider we conduct an ABCD check on the aircraft as follows: A: Aircraft. If you have not flown this glider recently then a walk around it is a good idea. Look for any damage that may have occurred recently; for example holes in fabric covered surfaces, (the Blanik as quite a few of these), flat tyres, canopy damage, tailplane damage etc. Your Instructor will brief you on this. B: Ballast All gliders must be flown with the centre of gravity with limits. To achieve this the pilot weights must lie within the limits which appear on placards within the cockpit. You must know how much you weigh and tell your instructor, so he can ensure that the weight limitations are complied with. It may even be necessary for you to carry extra weight under your seat to ensure the ballasting requirements are met. The ballast check must be completed before you enter the aircraft. C: Controls While you are still outside the glider and can see the control surfaces, you should check that they are operating correctly. Take hold of the stick and ensure that as it moves towards a control surface that that surface rises to meet the stick. Your instructor will brief you on the effects of controls and how to fully carry out this check. D: Dolly Some gliders use a swivelling dolly wheel, temporarily attached to the rear of the glider, to assist in ground manoeuvring the aircraft. These must be removed before flight as they will adversely affect the glider s centre of gravity if left attached. This check ensures that the tail wheel dolly has been removed before the pilot climbs aboard. (The AAFC Blaniks do not use dollies but they do have a lifting bar that fits through a hole beneath the fin, (see fig 6). This must be removed before flight and clipped in its place beside the instructor s seat.) The Pre takeoff Checklist Once seated inside the glider we conduct the pre takeoff checks. The acronym used for these checks is CHAOTIC. Each letter identifies part of the pre takeoff actions the pilot must perform. The CHAOTIC check is carried out only after both pilots are seated with their harnesses fastened. GV Page 8

9 C: Controls: Once on board the glider the pilot must check that the primary flight controls (stick and rudder), are free to move throughout their full range of movements. There should be no stiffness or resistance. It may seem strange to check the controls for a second time, however on some gliders it is possible to inhibit the controls if the harnesses are fastened incorrectly. (The Blanik is one such aircraft. It is possible for the Blanik s front seat lap harness to restrain the rear rudder pedals, if it is secured incorrectly.) Control checks are vital. It is too late to discover a problem once the glider is airborne. H: Harness Both harnesses must be fitted correctly, without twists and properly fastened. The pilot carrying out the checks must ensure both harnesses are secure. When securing your harness it is important to tighten the lap belt before the shoulder straps, so that the harness is firm across your hips and not your stomach. (Smaller cadets may need to sit on cushion(s) to ensure that the harness fits correctly and to provide an unobstructed view over the instrument panel.) A: Airbrakes The airbrakes must be closed and locked for the takeoff. It is usual to ensure that they are operating correctly as part of this check. This is done by opening them fully, looking out to each wing and observing that both brakes are open before closing and locking them away. The flaps are also set as required for takeoff as part of this check. None of the gliders you will be flying in will require flap for takeoff, so it is sufficient to ensure that the flaps are locked away. O: Outside Runway clear for takeoff, (as is any crossing runway) (COW) Crew: Ground crew sufficient for launch. Options: What options are available from this runway in the event of a tow rope break? (Your instructor will brief you on this.) Wind: Assess the wind strength and direction. T: Trim The green trim lever should be set fully forward for takeoff. This will help ensure that the glider maintains its safe speed should a rope break occur. & Ballast Since the trim of the glider is affected by the ballast this is also used as final check that the glider is ballasted correctly. I : Instruments Altimeter set to the airfield elevation (2450 feet at Bathurst). Master switch on, radio on and tuned to the correct frequency. (Your instructor will show you how to set the radio.) C: Canopy Canopy clean, closed and locked Carriage Undercarriage down and locked (Do not move the undercarriage lever, just make sure that it is in down position) Controls Final control check, full and free movement of the stick and pedals. GV Page 9

10 Only after these checks have been completed can the rope be hooked on. Do not let your checks be interrupted by your ground crew. Should an interruption occur, start the checklist again from the beginning The Pre landing Checklist The pre landing checks are conducted on the downwind leg of the circuit, and use the acronym FUST as follows: F: Flaps Flaps set as required for landing. (The Blanik generally uses no flap for landing, but other aircraft do.) U: Undercarriage Check that the undercarriage is down and locked as placarded. S: Speed The glider must be flown at its safe speed. (The safe speed is 1.5 x stall speed x wind speed. Your instructor will brief you on this calculation.) T: Trim Trim the glider for the safe speed selected above. You should learn these checklists before you arrive on course. Your instructor will brief you on how they relate to each gilder that you fly. Knowing your checks will save considerable time at the launch point, which will assist in ensuring that everyone receives their allocated number of flights. Good luck, we hope that you enjoy your course! GV Page 10