This   guide   is   intended   to   provide   Squadron   staff   with   information   related   to   your   upcoming   Gliding   Day.
It   contains   information   and   procedures   that   will   ensure   that   your   cadets   have   an   interesting,   rewarding,   and   safe   experience   at   the   Gliding   Site.
On   your   arrival,   you   will   receive   briefings   from   Gliding   Site   staff   on   all   of   these   activities,   but   advance   preparation   on   your   part   will   maximize   the   time   available   for   actual   gliding   operations.
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Launch   Site   Safe   Area
1.
Each   gliding   site   has   a   designated   area   referred   to   as   the   “launch   site”   where   all   airfield   activities   are   based   from.
There   will   rarely   be   lines   or   other   markers   precisely   defining   this   area,   but   its   limits   are   always   within   close   proximity   to   the   time   keeper,   and   never   extend   beyond   parked   gliders   or   into   aircraft   operating   areas.
Although   regarded   as   a   safe   area,   the   launch   site   is   not   hazard   free.
Depending   upon   the   airport   and   runway   in   use,   gliders,   tow   aircraft,   and   other   civilian/military   aircraft   may   be   operating   simultaneously   in   close   proximity   on   one   or   more   sides   of   the   launch   site.
2.
The   launch   site   is   a   safe   place,   but   going   outside   this   area   can   be   hazardous,   hence,   no   person   shall   leave   the   launch   site   for   any   reason   without   permission   from   the   launch   control   officer   (LCO).
Launch   Control   Officer
3.
The   Launch   Control   Officer   is   usually   referred   to   by   the   abbreviated   term   LCO,   and   is   easily   identifiable   by   the   high   visibility   vest   they   wear.
The   LCO   oversees   and   directs   all   activities   relating   to
the   gliding   operation   including:   a.
Glider   recoveries,   b.
Glider   positioning   for   takeoff,   c.
Glider   launches,   d.
Personnel   movements   in   and   out   of   the   launch   site   safe   area,   e.
Tow   rope   retrieval,   and
f.
Vehicle   movements
All   activities   that   occur   at   the   glider   site   require   PRIOR   APPROVAL   from   the   LCO
4.
Situational   Awareness
5.
Having   situational   awareness   means   you   are   paying   attention   to   everything   important   that   is   happening   around   you.
On   the   airfield,   this   means   knowing   where   the   aircraft   are,   knowing   what   tasks   need   doing,   knowing   what   tasks   or   activities   have   been   authorized   by   the   LCO,   and   recognizing   when   something   is   unusual   or   a   hazardous   situation   may   be   developing.
Not   maintaining   a   safe   level   of
situational   awareness   increases   the   risk   of   mishaps.
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Electronic   Devices   and   Cellular   Phones
6.
Electronic   devices,   such   as   games   and   MP3   players,   severely   impair   a   person’s   ability   to   maintain   situational   awareness.
They   are   unnecessary   distractions   that   significantly   jeopardize   safety,   therefore,
they   are   prohibited   on   the   airfield.
7.
Cellular   phones   may   be   brought   onto   the   airfield   but   shall   not   be   turned   on   without   authorization   of   the   LCO   or   gliding   site   commander.
Cell   phones   will   be   permitted   to   remain   turned   on   when   there   is   a   demonstrable   need   such   as   remaining   available   for   an   emergency   call   or   being   on ‐ call   with   an   employer.
Otherwise,   cell   phones   may   only   be   turned   on   and   used   with   individualized   authorization.
When   using   a   cell   phone,   the   person   shall   not   engage   in   any   other   airfield   activity.
Behaviour   Expectations
8.
All   personnel   are   expected   to   conduct   themselves   with   high   regard   for   safety   and   at   an   age   appropriate   level.
Junior   cadets   are   expected   to   pay   attention   and   follow   direction.
Junior   NCO’s   are   expected   to   be   good   role   models   for   the   junior   cadets,   lead   by   example   and   correct   inappropriate   behaviour   if   it   occurs.
Senior   NCO’s   are   expected   to   organize   their   squadron   cadets,   encourage   team   work,   be   role   models,   and   lead   by   example.
Squadron   escorting   staff   remain   responsible   for   the   supervision   and   discipline   of   their   cadets.
The   gliding   site   commander   has   authority   to   direct   removal   from   the   airfield   any   person   engaging   in   unsafe   behaviour.
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Emergency   Stop   Signal
9.
All   personnel,   regardless   of   age,   rank,   or   experience   are   important   members   of   the   flight   safety   team   when   on   the   airfield.
The   ACGP   has   all   the   policies,   procedures,   and   trained   personnel   necessary   to   ensure   our   flying   activities   can   always   be   conducted   safely.
However,   sometimes   people   make   mistakes   or   unforeseeable   situations   develop   that   may   erode   our   safety   margins,   and   when   this
happens   we   immediately   cease   operations   and   correct   the   problem.
10.
ANYONE   on   the   airfield   seeing   or   hearing   something   they   believe   may   jeopardize   safety   shall   initiate   the   emergency   stop   signal.
The   suspected   hazard   will   be   investigated,   and   corrected   if   found   valid.
If   the   investigation   reveals   no   hazard   exists,   operations   will   recommence   without   consequence.
No   person   will   be   criticized   for   stopping   the   operation   if   it   is   later   determined   to   be   a   false   alarm.
11.
Initiate   the   emergency   stop   signal   by:   a.
Raising   the   arms   above   the   head,   palms   open   and   forward.
b.
Verbally   yelling,   “Stop,   Stop,   Stop!”   c.
All   other   personnel,   upon   hearing   the   first   person,   shall   also   give   the   stop   signal
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Glider   Ground   Handling   and   Parking
12.
Gliders   have   no   motors   or   source   of   propulsion,   therefore,   when   on   the   ground   they   are   moved   by   hand.
A   minimum   crew   of   six   cadets   normally   pushes   the   glider   for   movements   between   points   on
the   airport,   recovery   after   landing,   and   launch   positioning   on   the   runway.
13.
The   glider   is   normally   pushed   backward,   however,   it   may   also   be   moved   forward   for   short   distances   when   it   is   safer   or   more   efficient.
Move   the   glider   at   a   normal   walking   speed   suitable   for   the   smallest   or   physically   least   capable   person   on   the   crew.
This   allows   sufficient   time   to   stop   or   change   direction   to   avoid   impending   hazards   such   as   collisions.
Extra   care   must   be   taken   when   turning   the   glider   as   the   person   on   the   outside   wing   tip   will   experience   a   “whipping”   effect.
The   LCO   may   direct   the   glider   to   be   moved   at   running   speed   if   it   is   necessary   for   safety   reasons.
The   gliding   site   staff   will   park
gliders   with   a   minimum   of   15   feet   between   wing   tips   and   other   objects.
GROUND   HANDLING   POSITIONS
14.
During   your   gliding   day,   you   will   participate   in   the   movement   of   gliders   on   the   airfield.
When   moving   a   glider   on   the   ground,   the   number   of   people   required   may   vary,   but   you   can   normally   expect
that   the   supervising   staff   member   will   require   a   person   on   the   tail,   a   person   on   each   wing   tip,   and   people   on   each   wing   strut   to   push.
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Tail   Position
15.
Two   cadets   are   normally   positioned   at   the   tail   of   the   glider,   one   on   each   side   of   the   fuselage,   and   are   responsible   for   steering   during   movements.
16.
To   facilitate   movement   and   the   easiest   steering,   the   horizontal   stabilizer   is   held   about   waist   level   so   that   the   nose   skid   is   not   dragging   on   the   ground.
When   the   glider   is   occupied,   the   tail   people   will   usually   find   themselves   pushing   the   tail   down   to   waist   level,   and   when   the   glider   is   empty,   holding   the   tail   up   to   waist   level.
17.
Hold   the   tail   using   the   following   techniques   to   prevent   damaging   the   glider:   a.
Stand   against   the   fuselage   in   front   of   the   horizontal   stabilizer   with   your   hands   shoulder   width   apart.
b.
If   the   glider   will   be   moving   backward,   face   rearward   so   the   horizontal   stabilizer   is   in   front   of   you.
c.
If   the   glider   will   be   moving   forward,   face   frontward   so   the   horizontal   stabilizer   is   behind   you.
d.
Grasp   the   leading   edge   of   the   horizontal   stabilizer   with   one   had   against   the   fuselage,   and   the   other   at   the   point   where   the   V   shape   internal   structure   meets   the   leading   edge.
e.
If   lifting   the   tail,   use   open   hands   with   palms   and   fingers   flat   against   the   bottom   of   the   stabilizer,   with   the   thumbs   on   top.
f.
If   pulling   or   holding   the   tail   down,   use   open   hands   with   palms   and   fingers   flat   against   the   top   of   the   stabilizer   with   the   thumbs   on   the   bottom.
g.
Ensure   finger   tips   are   not   curled   into   the   fabric,   or   that   excessive   squeezing   force   is   used   as   both   may   cause   damage   to   fabric.
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h.
Do   not   press   against   or   grasp   the   vertical   stabilizer   (fin)   to   assist   with   steering   as   this   may   impose   excess   loading   and   cause   internal   structural   damage   or   deform   the   metal   skins   and   fairing.
i.
Do   not   pull   down   or   lift   the   horizontal   stabilizer   at   any   point   outboard   of   the   upper   strut   attachment   as   the   leveraged   force   may   cause   structural   damage   to   the   stabilizer.
j.
Do   not   pull   or   push   on   the   elevator,   rudder,   or   stabilizer   struts   as   structural   damage   will   result.
Wing   Tip   Position
18.
One   cadet   is   positioned   at   each   wing   tip   during   ground   manoeuvring.
The   wing   tip   people   are
responsible   for   holding   the   wings   level   and   ensuring   the   wing   tips   will   remain   15   feet   clear   of   any   obstacles.
Once   parked,   the   into   wind   wing   is   placed   on   the   ground   with   that   wing   tip   person   remaining
in   position.
19.
The   wing   tip   people   should   use   the   following   techniques:
a.
Both   wing   tip   people   need   to   be   sufficiently   tall   to   be   able   to   hold   the   wings   level   without   over   extending   their   arm   above   their   head.
b.
The   wing   tip   is   grasped   with   one   hand   at   the   thickest   part   of   the   wing.
c.
The   wings   are   levelled   by   one   person   lifting   the   lower   wing   to   level.
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d.
The   person   at   the   high   wing   shall   not   jump   to   grab   and   pull   down   the   wing.
e.
Do   not   hold   the   wing   using   the   outrigger   wheel   assembly.
f.
When   the   ground   movement   is   complete,   the   person   who   will   lower   their   wing   tip   to   the   ground   calls   “My   Wing”   to   the   person   on   the   other   wing   tip.
The   other   person   replies,   “Your   Wing,”   releases   their   grasp   and   the   opposite   wing   is   lowered   to   the   ground.
20.
The   wing   tip   people   have   the   best   view   and   perspective   for   safely   guiding   the   glider   and   need   to
communicate   with   each   other   and   the   crew   in   directing   the   movement.
They   will   be   the   most   likely   to   notice   an   impending   hazard   or   collision   and   need   to   order   a   timely   halt   to   the   movement.
Strut   Position
23.
One   or   more   people   must   be   positioned   on   each   strut   to   provide   propulsion   during   ground   movements.
The   strut   people   are   the   motors   that   make   the   glider   move.
a.
The   struts   may   be   either   pulled   or   pushed   on,   with   pushing   being   the   most   efficient.
b.
Equal   pushing   force   must   be   applied   to   each   strut   or   the   glider   will   turn.
c.
The   two   sides   must   be   reasonably   balanced   in   the   size   and   strength   of   the   people   to   ensure   equal   force   is   applied.
d.
The   strut   people   have   limited   visibility   and   must   remain   attentive   for   verbal   directions   from   the   wing   tip   and   tail   people,   especially   for   a   stop   order.
e.
Taller   people   may   push   on   the   wing   leading   edge.
f.
Do   not   push   on   the   wing   trailing   edge.
g.
Do   not   push   on   the   canopy,   outrigger   wheel   assembly,   or   fuselage   nose   cone.
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The   Spoiler   Check
21.
The   glider   pilot   normally   completes   their   pre ‐ take ‐ off   checks   while   in   the   glider   parking   area.
As   part   of   this   process   the   pilot   checks   the   functionality   of   the   glider’s   spoiler   system   and,   when   doing   so,
will   call   out   the   command   “Spoiler   Check”   to   the   wing   person.
Upon   hearing   this,   the   wing   person   checks   the   spoilers   on   the   upper   wing   surface   are   both   open   an   equal   amount,   and   to   approximately   a
90 ⁰  angle.
If   the   spoilers   are   not   properly   deployed,   the   wing   person   tells   the   pilot   there   is   a   problem   with   the   spoilers.
If   the   spoilers   are   properly   deployed,   the   wing   person   calls   back   to   the   glider   pilot,
“Open   and   in   line.”
22.
The   glider   pilot   then   closes   the   spoilers   and   the   wing   person   checks   that   they   both   fully   retracted   to   a   position   flush   with   the   upper   wing   surface.
If   either   spoiler   is   even   slightly   protruding
above   the   wing   surface,   the   wing   person   tells   the   glider   pilot   their   spoilers   did   not   retract   properly.
If   the   spoilers   do   properly   retract,   the   wing   person   calls   back   to   the   glider   pilot,   “Closed   and   flush.”
GLIDER   TOW   ROPE   HOOK ‐ UP   PROCEDURE
24.
The   glider   may   be   equipped   with   either   one   or   two   release   mechanisms:   a.
Air   Tow   Hook–   The   air   tow   mechanism   is   located   at   the   front   of   the   glider,   immediately   in   front   of   the   skid   plate,   and   below   the   nose   cone.
b.
Winch   Hook   –   The   winch   launch   mechanism   is   located   beside   the   skid   plate   on   the   bottom   of   the   glider   and   slightly   behind   the   pilot.
It   is   extremely   hazardous   to   mistakenly   use   the   winch   hook   for   air   tow   operations.
Air   Tow
Winch
Hook
Tow
Hook
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25.
Glider   Release   Mechanism   Components   a.
Hook   –   This   is   the   thick   metal   L ‐ shaped   bracket   which   is   placed   through   the   centre   of   the   tow   ring   and   then   into   the   slot   in   the   latch.
It   is   hinged   in   the   front   at   the   top   of   the   “L”   inside   the   nose   fairing.
b.
Latch   –   This   is   the   vertical   arm   aft   of   the   hook.
The   latch   is   held   forward   by   a   spring   and   moves   rearward   when   the   pilot   pulls   on   the   cockpit   release   knob.
The   end   of   the   hook   fits   into   the   slot   in   the   latch   when   the   rope   is   attached.
c.
Damper   –   This   is   a   simple   friction   device   inside   the   nose   cone   that   catches   and   holds   the   hook   when   the   rope   is   released   in   flight.
Prior   to   attaching   the   rope,   the   hook   needs   to   be   pushed   free   from   the   damper,   at   times   using   a   significant   degree   of   force.
Free   hanging   release   hook   Release   hook   engaged   in   the   damper
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Tow   Rope   Inspection
26.
While   the   glider   pilot   is   preparing   for   launch,   the   hook ‐ up   person   conducts   a   tow   rope   inspection   ensuring:
a.
The   rope   is   free   of   tangles   or   knots,   other   than   the   single   weak   link.
b.
The   tow   ring   is   attached   and   free   of   damage   other   than   minor   scratches.
c.
The   rope   weak   link,   loops   through   the   tow   ring,   and   splice   have   only   minor   wear   totalling   the   equivalent   of   no   more   than   the   thickness   of   ½   of   one   rope   strand.
If   excessive   wear   is   observed,   the   LCO   must   be   advised   and   the   rope   exchanged.
d.
The   protective   plastic   sheath   is   placed   over   the   weak   link   knot   and   the   protective   ball   cover   is   pulled   up   to   the   tow   ring.
e.
The   rope   is   presented   to   the   glider   pilot   for   their   inspection.
link   knot   and     protective
Tow   Ring
Tow   Ring   Protector
Tow   Rope   Splice
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“Ready   For   Hook ‐ up”
27.
The   glider   pilot   will   give   the   verbal   “ready   for   hook ‐ up”   signal   after   they   have   completed   their   pre ‐ flight   checks   and   inspected   the   rope   condition.
On   receiving   this   command,   the   hook ‐ up   person
commences   the   procedure   for   attaching   the   tow   rope   to   the   glider.
a.
Release   the   hook   from   the   damper   b.
Place   the   tow   rope   ring   over   the   hook   c.
Give   the   pilot   the   “Open”   signal.
This   is   done   in   a   loud   voice   and   by   holding   up   an   open   hand.
On   receiving   this   signal,   the   pilot   will   repeat   the   instruction,   open   the   latch,   and   hold   it   open.
d.
Align   the   end   of   the   hook   with   the   slot   opening   in   the   latch.
e.
Give   the   pilot   the   “Close”   signal.
This   is   done   verbally   in   a   loud   voice   and   visually   by   closing   the   hand   into   a   fist.
On   receiving   this   signal,   the   pilot   will   repeat   the   instruction   and   slowly   allow   the   latch   to   move   forward.
If   the   hook   and   latch   slot   are   properly   aligned   by   the   hook ‐ up   person,   the   latch   slot   will   smoothly   slide   over   and   engage   the   latch.
f.
Perform   a   security   check   to   ensure   the   latch   is   fully   engaging   the   hook:
Latch
Hook
is is
not   fully   extending engaging
through
the the
hook latch
–   release beyond
is the
insecure step   –
and   may release   is
be   unserviceable.
unserviceable.
Latch and
is   fully ready
for engaging
launch.
the   hook   and   is   seated   tightly   against   the
step   –   the   release   is   secure
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g.
Perform   a   pre ‐ launch   security   check:   i.
Stand   in   front   of   the   glider   and   smoothly   pull   the   rope   with   sufficient   force   to   slightly   move   the   glider.
ii.
Place   the   rope   on   the   ground   and   ensure   it   is   free   of   tangles,   overlaps   and   loops.
iii.
Gently   straighten   the   yaw   string   so   it   hangs   freely   from   the   pitot   tube.
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iv.
Visually   check   the   canopy   is   closed   tightly   against   the   fuselage   and   that   the   latch   is   in   the   locked   position.
Physically   confirm   by   gently   lifting   on   the   latch   to   ensure   the   canopy   does   not   open.
Canopy   Latch   Open
Canopy   Latch   Closed
Canopy   Latch   Security   Check
v.
visually   check   the   passenger   harness   is   attached   and   the   buckle   locked.
If   the   pilot   is   flying   solo,   the   rear   seat   harnesses   must   be   secured   and   fully   tightened.
vi.
Visually   check   the   rear   window   is   closed   and   locked,   and   physically   check   the   rear   door   is   closed   and   locked   by   gently   pulling   out   on   the   latch.
h.
When   the   pre ‐ launch   check   is   satisfactorily   complete,   the   hook ‐ up   person   stands   beside   the   cockpit   and   advises   the   pilot   either:   i.
“Secure   on   Air   Tow”   if   the   rope   is   attached   to   the   forward   air   tow   hook.
ii.
“Secure   on   Winch   Launch”   if   the   rope   is   attached   to   the   aft   winch   launch   hook.
i.
The   hook ‐ up   person   then   exits   the   launch   area   to   the   rear   of   the   glider.
Do   not   pass   in   front   of   the   glider   after   the   rope   has   been   attached.
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GLIDER   LAUNCH   POSITIONS   AND   SIGNALS
Tail   Person     Wing   Person     Signal   Person
Wing   Person
28.
While   the   glider   is   being   readied   for   launch   and   the   tow   rope   is   being   connected,   the   glider   wing   person   needs   to   monitor   other   air   traffic   that   may   effected   or   interfere   with   the   glider   launch.
The   entire   area   behind   the   glider   is   a   blind   spot   for   the   glider   pilot   and   they   are   depending   on   the   wing   person   to   provide   them   with   an   advisory   regarding   the   position   of   any   other   aircraft.
“All   Clear   Above   and   Behind?”
29.
The   glider   pilot   asks   the   wing   person,   “all   clear   above   and   behind”   when   they   are   ready   to   commence   the   launch.
The   wing   person   checks   for   any   aircraft,   vehicles,   or   pedestrians   on   the   ground   or   in   the   air   in   the   area   behind   the   glider.
For   example,   is   there   another   tow   aircraft   or   glider   on   the   ground   in   line   behind   the   glider   being   launched?
Is   there   another   glider   or   tow   aircraft   on   final   approach   or   in   the   circuit   for   landing?
Are   there   any   civilian   aircraft   or   helicopters   inbound   to   the
airport   from   the   area   behind   the   glider?
Is   there   any   traffic   landing,   departing,   or   flying   circuits   on   an   intersecting   runway   behind   the   glider?
30.
The   wing   person   informs   the   glider   pilot   about   anything   that   is   occurring   in   the   air   or   on   the   ground   behind   the   glider.
The   glider   pilot   uses   this   information   in   deciding   whether   or   not   they   feel   it   is   safe   to   proceed   with   the   launch.
It   is   important   that   the   wing   person   not   filter   information   and   only   pass   along   what   they   think   the   glider   pilot   needs   to   know.
Provide   the   glider   pilot   with   all   observed   traffic   and   let   them   decide   what   is   important.
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31.
When   there   are   no   aircraft,   vehicles,   or   pedestrians   in   the   area   behind   the   glider,   the   wing   person   responds   to   the   glider   pilot   by   stating,   “All   clear   above   and   behind.”
“Level   Wings”
32.
Following   the   “all   clear   above   and   behind”   question,   if   the   glider   pilot   wishes   to   proceed   with   the   launch   they   will   instruct   the   wing   person   to   “level   wings.”    This   instruction   will   be   given   both   verbally   and   with   a   “thumb   up”   hand   signal.
The   two   signals   are   given   simultaneously   because   at   times   airport   noise   will   prevent   the   wing   person   from   clearly   hearing   the   voice   command.
33.
Upon   hearing   the   voice   command   and   seeing   the
hand   signal,   the   wing   person   verbally   repeats   the   “level   wings”   command   in   a   loud   voice   and   raises   the   wings   until
the   two   tips   are   level   with   each   other.
34.
The   wing   person   should   then   perform   a   back ‐ up   safety   check   of   the   take   off   path   and   if   any   possible   hazard   is   noticed,   advise   the   glider   pilot   and   LCO.
“Take   Up   Slack”
35.
“Take   up   slack”   is   the   third   command   the   glider   pilot   gives   to   the   wing   person.
This   instruction
will   also   be   given   both   verbally   and   with   a   simultaneous   hand   signal   consisting   of   extending   the   first   finger   in   addition   to   the   previous   thumb   up   signal.
36.
Upon   receiving   this   instruction,   the   wing   person   repeats   the   “take   up   slack”   command   in   a   loud   voice   and,   the   signal   person   commences   the   take   up   slack   signal.
In   some   operations,   a   separate   signal   person   may   not   be   used   and   the   take   up   slack   signal   will   be   given   by   the   wing
person.
37.
Once   the   take   up   slack   signal   has   been   relayed   to   the   tow   pilot,   the   tow   plane   will   begin   to   slowly   move   forward   until   the   tow   rope   becomes   taught.
“All   Out”
38.
The   fourth   command   the   glider   pilot   gives   to   the   wing   person   is   “all   out.”    Like   the   previous   instructions,   this   command   will   be   given   verbally   and   with   a   hand   signal   consisting   of   extending   the   middle   finger   in
addition   to   the   first   finger   and   thumb   up.
39.
Upon   receiving   the   all   out   command,   the   wing   person   confirms   that   the   tow   rope   is   taught,   and   if   so,   repeats   the   “all   out”   signal   in   a   loud   voice.
The   signal   person,   or   wing   person   if   there   is   no   separate   signal   person,
then   gives   the   all   out   signal.
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40.
The   glider   pilot   cannot   see   the   tow   rope   on   the   ground   beneath   the   nose   of   the   glider   and   occasionally   they   may   give   the   all   out   command   before   the   tow   rope   is   fully   taught.
When   the   wing
person   observes   this   error   has   been   made   by   the   glider   pilot,   they   must   delay   relaying   the   all   out   signal   until   the   rope   becomes   taught,   or   give   the   emergency   stop   signal.
If   the   tow   plane   commences   accelerating   before   the   rope   is   fully   taught   the   rope   may   break,   the   aircraft   may   be   damaged,   and   the   sudden   jolt   caused   when   the   rope   becomes   taught   may   injure   the   glider   occupants.
The   Take ‐ Off   Roll
41.
Once   the   all   out   signal   is   received   by   the   tow   pilot,   full   power   is   applied   and   the   glider   quickly   accelerates   into   the   take   off   roll.
During   the   initial   roll,   there   will   be   insufficient   airflow   over   the   glider’s
control   surfaces   to   allow   the   glider   pilot   to   keep   the   wings   level.
Therefore,   the   wing   person   must   run   for   a   short   distance   while   holding   the   wings   level.
42.
On   a   day   with   no   wind,   the   wing   person   will   normally   need   to   run   for   3   or   4   strides.
On   windy
days,   only   one   or   two   steps   will   be   necessary.
Running   the   wing   is   performed   in   the   following   way:   a) Face   forward   looking   down   the   runway   and   hold   the   wings   level   with   the   one   hand   closest   to   the   glider.
b) Grip   the   wing   tip   at   the   thickest   part   of   the   wing.
This   is   where   the   wing   spar   is   located   and   is   the   strongest   area   of   the   wing   tip.
c) As   the   glider   accelerates,   run   to   match   the   glider’s   speed   and   maintain   your   position   beside   the   wing   tip.
d) Maintain   a   loose   grip   on   the   wing   tip,   and   after   the   appropriate   number   of   steps,   allow   the   wing   tip   to   slip   out   of   your   grip   and   accelerate   away.
43.
Common   Errors   a) Not   holding   the   wings   level   makes   it   difficult   for   the   glider   pilot   to   maintain   directional   control   and   will   cause   the   glider   to   veer   toward   the   lower   wing.
In   crosswind   conditions,   it   may   result   in   the   launch   being   aborted.
b) Holding   the   wing   tip   too   long   results   in   the   wing   person   holding   the   wing   tip   back   and   the   glider   veering   to   that   side.
Glider   directional   control   can   be   difficult   or   impossible   to   maintain   and   the   launch   may   be   aborted.
c) Running   too   fast   occurs   when   the   wing   tip   has   been   held   too   long   and   commonly   results   in   the   wing   person   losing   balance   and   falling.
d) Pushing   the   wing   forward   when   releasing   it   causes   the   glider   to   veer   to   the   opposite   side.
e) Holding   onto   the   outrigger   wheel   can   result   in   fingers   or   clothing   becoming   entangled.
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Glider   Signal   Person
44.
When   a   glider   signal   person   is   used,   they   are   positioned   immediately   adjacent   to   and   outside   of   the   glider   wing   person,   in   view   of   the   glider   pilot,   and   wearing   a   high   visibility   vest.
The   glider   signal
person   is   responsible   for   relaying   the   wings   level,   take   up   slack   and   all   out   commands   from   the   glider   pilot   to   the   tow   plane   signaller.
45.
“Wings   Level”  ‐  When   the   glider   pilot   gives   the   “wings   level”   command,   it   is   repeated   by   the wing   person   and   the   glider   wings   are   brought   to   level,   the   glider   signal   person   relays   the   wings   level
signal   to   the   tow   plane   signaller.
The   “wings   level”   command   is   relayed   visually   by   fully   extending   both   arms   to   the   sides,   parallel   to   the   ground.
46.
“Take   Up   Slack” ‐   When   the   glider   pilot   gives   the   “take   up   slack”   command   and   it   has   been   repeated   by   the   wing   person,   the   glider   signal   person   relays   the   command   to   the   tow   plane   signaller   by   swinging   one   arm   in   a   180 ⁰  arc   below   the   horizontal.
47.
“All   Out”  ‐  When   the   glider   pilot   gives   the   “all   out”   command,   it   has   been   repeated   by   the   wing
person,   and   the   tow   rope   is   taught,   the   glider   signal   person   relays   the   command   to   the   tow   plane   signaller   by   swinging   one   arm   in   a   full   360 ⁰  circle.
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Glider   Tail   Person
48.
The   glider   may   be   launched   from   either   a   nose   low   position   with   the   skid   on   the   ground,   or   from   a   tail   low   position   with   the   skid   off   the   ground.
The   tail   low   method   is   usually   used   when   operating   off   of   hard   surfaced   runways   to   reduce   wear   on   the   skid   plate   and   requires   using   a   tail   person   to   hold   the   tail   down   during   the   hook ‐ up   and   launch.
49.
The   glider   tail   person   is   positioned   to   the   rear   of   the   horizontal   stabilizer   and   elevator   and   will   normally   be   one   of   the   two   tail   people   who   helped   move   the   glider   onto   the   runway   for   launch.
When   this   is   the   case,   it   is   easiest   for   the   tail   people   to   keep   hold   of   the   tail   once   the   glider   is   in   position,   push   it   down   to   the   ground   and   hold   it   there   while   one   person   manoeuvres   themselves   from   in   front   of   the   horizontal   stabilizer   to   behind   the   elevator.
50.
Once   behind   the   glider,   the   tail   person   gently   holds   the   tail   down   keeping   the   tail   wheel   in   contact   with   the   ground.
They   position   themselves   close   to   the   centre   line   of   the   glider,   but   slightly   to   the   side   of   the   fin   and   rudder   that   has   the   wing   tip   person   and   signaller   within   view.
The   tail   his   held
down   by   pressing   on   the   stabilizer   with   open   palms   over   a   bracing   tube   within   the   fabric   covering.
51.
Do   not   push   or   pull   on   the   elevator,   rudder,   or   horizontal   stabilizer   struts   or   the   glider   may   be   damaged.
52.
The   tail   person   may   not   be   able   to   hear   the   verbal   launch   signals,   but   will   know   the   launch   is   proceeding   when   the   tow   rope   is   connected   and   the   wings   are   levelled.
When   the   slack   is   removed   from   the   tow   rope   the   glider   begins   to   creep   forward   and   the   tail   person   moves   with   the   glider,   but   does   not   push   the   glider.
When   the   all   out   signal   is   given,   the   tow   aircraft   will   apply   full   power   and   the   glider   will   quickly   accelerate   away.
When   this   acceleration   occurs,   the   glider   tail   person   only   takes   one   or   two   steps   before   releasing   the   tail
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53.
Common   Errors   a) Pushing   forward   on   the   tail   making   the   glider   roll   causing   slack   in   the   tow   rope.
This   is   especially   prone   to   occur   when   the   tow   plane   is   required   to   stop   momentarily   between   taking   up   slack   and   proceeding   with   the   take   off.
b) Losing   grip   of   the   tail   when   the   tow   rope   becomes   taught   and   the   glider   begins   to   move   forward.
If   grasp   of   the   tail   is   lost,   the   tail   will   go   up   and   the   nose   sharply   come   down   with   a   loud   bang   as   the   skid   plate   strikes   the   ground.
While   it   may   sound   and   look   dramatic,   the   launch   can   proceed   from   the   nose   low   position   without   difficulty.
The   tail   person   shall   not   attempt   to   pull   the   tail   back   down   unless   the   stop   command   has   been   issued,   the   tow   rope   detached,   and   they   are   cleared   by   the   LCO   to   lower   the   tail.
c) Holding   the   tail   low   for   too   long   requires   the   tail   person   to   run   quickly   while   leaning   forward   in   an   awkward   position.
As   the   glider   accelerates   away,   the   tail   person   is   likely   to   lose   balance   and   fall.
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TOW   AIRCRAFT   HOOK ‐ UP   PROCEDURE
Tow   Aircraft   Hook ‐ Up
54.
The   tow   aircraft   hook ‐ up   person   wears   a   high   visibility   vest   and   is   responsible   for   attaching   the   tow   rope   to   the   tow   aircraft.
Usually,   they   will   also   be   the   tow   aircraft   signaller.
55.
As   there   are   two   types   of   tow   aircraft   and   tow   release   mechanisms   in   use,    they   are   not   detailed   here.
Gliding   Site   staff   will   brief   you   on   these   details   during   your   day   at   the   Gliding
Site.
Tow   Rope   Inspection
56.
Prior   to   attaching   the   tow   rope   to   the   tow   aircraft,   the   hook ‐ up   person   inspects   the   rope   to
ensure:   a.
The   rope   is   free   of   tangles   or   knots   b.
There   is   no   weak   link   (it   is   only   at   the   glider   end   of   the   rope)   c.
The   tow   ring   is   attached   and   free   of   damage   other   than   minor   scratches   and   nicks
.
d.
The   rope   loops   through   the   tow   ring   and   splice   have   only   minor   wear   totalling   the   equivalent   of   no   more   than   the   thickness   of   ½   of   one   rope   strand.
If   excessive   wear   is   observed,   the   LCO   must   be   advised   and   the   rope   exchanged.
Approaching   the   Tow   Aircraft
57.
Before   approaching   the   tow   aircraft   the   hook ‐ up   person   waits   until:
a.
The   tow   aircraft   comes   to   a   complete   stop   b.
The   engine   is   reduced   to   idle   power
c.
The   tow   pilot   signals   it   is   safe   to   approach   and   perform   the   hook ‐ up
Note:   There   is   no   standard   signal   for   tow   pilots   to   indicate   it   is   safe   to   approach   the   aircraft.
They   may   nod   their   head,   give   a   thumb   up,   wave,   etc.
58.
Only   approach   the   tow   aircraft   from   the   rear   to   avoid   the   risk   of   accidentally   being   struck   by   the   propeller.
If   the   hook ‐ up   person   is   ahead   of   the   tow   aircraft   when   it   stops   in   position   for   hook ‐ up,   they   shall   maintain   50   feet   lateral   distance   from   the   tow   aircraft   until   they   reach   a   point   in   line   with   the   tail   of   the   aircraft.
From   that   point,   they   may   proceed   toward   the   tail   to   attach   the   tow   rope.
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59.
At   no   time   shall   the   hook ‐ up   person   proceed   directly   toward   the   tail   on   an   angle   from   a   point   ahead   of   the   tail.
60.
Tow   Rope   Attachment  ‐  your   gliding   site   staff   will   brief   you   on   these   procedures.
Approaching   the   Cockpit
61.
On   occasion,   the   tow   pilot   may   signal   for   the   hook ‐ up   person   to   approach   the   cockpit,   or   the
LCO   may   ask   the   hook ‐ up   person   to   relay   a   message   to   the   tow   pilot.
The   tow   rope   is   not   attached   before   approaching   the   cockpit.
62.
If   the   tow   pilot   has   not   signalled   for   the   hook   up   person   to   approach   the   cockpit,   the   hook ‐ up   person   shall   attract   the   pilot’s   attention   by   gently   moving   the   elevator   up   and   down.
Once   acknowledged   by   the   tow   pilot,   the   cockpit   shall   be   approached   from   the   tail   by   moving   forward   alongside   of   the   fuselage   and   stopping   while   still   behind   the   wing   strut.
63.
Leaving   the   cockpit   area   is   performed   in   reverse   by   moving   directly   back   behind   the   tail,   attaching   the   tow   rope,   and   then   leaving   the   runway   area   directly   to   the   side.
YOU   SHOULD   NEVER
MOVE   FORWARD   OF   THE   WING   STRUT   WHILE   THE   ENGINE   IS   RUNNING!
THIS   IS   A   DANGER   AREA
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TOW   AIRCRAFT   SIGNAL   PERSON
64.
Wearing   a   high   visibility   vest,   the   tow   aircraft   signaller   is   normally   also   the   hook ‐ up   person.
After   having   exited   straight   to   the   side   of   the   runway,   at   least   50’   away   from   the   tow   aircraft,   the   signal   person   can   begin   moving   into   position.
While   maintaining   at   least   50’   lateral   separation   from   the   tow   aircraft,   the   signal   person   walks   down   the   runway   edge   until   they   are   at   a   45 ⁰  angle   ahead   of   the   tow   aircraft.
If   in   the   proper   position,   they   will   be   at   least   50’   to   the   side   of   the   tow   aircraft,   facing   the   glider   signal   person,   far   enough   ahead   of   the   tow   aircraft   that   they   can   see   the   pilot’s   face   through   the   front   windscreen,   be   able   to   see   the   glider   signal   person,   and   be   able   to   see   the   LCO.
Once   in   position,   the
tow   aircraft   signaller   will   relay   the   launch   signals   from   the   glider   signaller   to   the   tow   pilot.
Wings   Level
65.
Upon   observing   the   glider’s   wings   being   levelled,   the   tow   signaller   fully   extends   both   arms   parallel   to   the   ground.
Take   Up   Slack
66.
Upon   observing   the   glider   signaller   swinging   their   arm   in   an   under   hand   180 ⁰  arc,   the   tow   signaller   copies   this   movement   to   relay   the   signal   to   the   tow   pilot.
The   tow   aircraft   will   begin   to   slowly   taxi   forward   to   remove   the   slack   from   the   tow   rope   and,   while   doing   so,   the   tow   signaller   normally
needs   to   walk   backward   while   continuing   to   signal   so   that   the   tow   pilot’s   face   remains   visible   through   the   front   windscreen.
All   Out
67.
Once   the   tow   rope   is   taught,   the   glider   signal   person   normally   gives   the   all   out   signal   by   swinging   their   arm   in   a   full   360 ⁰  circle.
However,   between   taking   up   slack   and   receiving   the   all   out   signal   there   are   frequently   delays   caused   by   other   air   traffic,   waiting   for   takeoff   clearance,   or   several   other   possible   reasons.
It   is   imperative   that   the   tow   signaller   only   relay   the   signal   being   given   by   the   glider   signal   person,   and   that   they   do   not   automatically   give   the   all   out   signal   when   they   see   the   rope   is
taught.
When   the   all   out   signal   is   being   given,   the   tow   signaller   continues   to   give   the   signal   until   the   tow   aircraft   has   passed   their   position.
68.
Safety   Considerations   a.
The   tow   signaller   should   perform   a   secondary   visual   safety   check   of   the   area   between   the   tow   aircraft   and   glider,   and   the   approach   area   behind   the   glider.
If   any   hazards   are   observed,   the   stop   signal   shall   be   given   and   the   hazard   identified   to   the   LCO.
b.
In   some   gliding   operations,   the   tow   signaller   may   be   positioned   between   the   take ‐ off   runway   and   a   parallel   glider   landing   area.
The   signal   person   needs   to   remain   well   clear   of   the   landing   area   and   be   alert   to   landing   gliders,   including   those   that   may   be   approaching   from   behind   during   certain   training   exercises   or   modified   landing   circuits.
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c.
The   tow   signaller   needs   to   remain   alert   to   loss   of   directional   control   by   either   the   tow   aircraft   or   glider,   and   be   prepared   to   take   evasive   action   to   avoid   being   struck.
69.
Delayed   Launch  ‐  On   occasion,   a   launch   may   be   significantly   delayed   during   or   immediately   following   taking   up   slack.
When   this   happens,   the   take ‐ up   slack   signal   may   simply   cease,   or   the   glider   wing   may   be   lowered   back   to   the   ground.
In   either   case,   the   tow   signaller   copies   the   actions   of   the
glider   signaller.
TOW   AIRCRAFT   BOARDING   AND   DISEMBARKATION
70.
Passengers   may   be   taken   for   flights   in   the   tow   aircraft   during   gliding   operations   or   in   place   of   glider   flights   when   gliding   operations   are   not   conducted.
During   gliding   operations,   the   rear   cockpit
control   stick   shall   be   removed   and   stowed,   and   the   rudder   pedals   folded   down.
The   rear   cockpit   controls   may   be   installed   for   tow   aircraft   familiarization   flights   not   involving   glider   towing.
71.
The   tow   aircraft   may   remain   running   while   passengers   board   and   disembark   if   under   escort   and   direct   supervision   of   an   RCAOps   pilot   who   has   been   trained   in   the   operation   of   the   tow   aircraft   harness   system,   push   to   talk   microphone   switch,   flap   switch,   use   of   the   head   set,   door   latch,   emergency   door   release,   front   and   rear   seat   window   latches,   and   the   following   procedures:   a.
The   tow   aircraft   and   cockpit   shall   be   approached   using   previously   detailed   procedures
b.
When   passengers   are   being   exchanged   on   the   runway   during   glider   operations,   the   disembarking   passenger   shall   be   instructed   to   remain   immediately   beside   the   aircraft   fuselage   adjacent   to   the   rear   cockpit.
c.
When   passengers   are   exchanged   in   a   location   off   the   runway   or   when   not   involved   in   gliding   operations,   the   disembarking   passenger   may   be   directed   to   leave   the   tow   aircraft   area   unescorted   to   the   rear   and   toward   a   designated   safe   location.
d.
Immediately   prior   to   boarding,   the   emergency   door   release   handle   and   front   window   latches   shall   be   identified   to   the   passenger   and   how   they   opened   explained.
e.
The   passenger   shall   be   snugly   strapped   in   using   the   full   4   point   harness   system   with   the   shoulder   harness   inertia   reel   in   the   locked   position.
They   shall   be   instructed   to   keep   the   harnesses   attached   until   instructed   to   undo   them   by   either   the   tow   pilot   or   the   escort.
f.
The   rear   window   latches   shall   be   identified   and   how   to   open   them   explained.
g.
The   passenger   shall   have   the   push   to   talk   and   flap   switches   identified   to   them,   and   are   instructed   to   not   touch   them.
h.
The   passenger   shall   don   the   headset,   have   the   microphone   position   adjusted,   and   confirm   communication   is   established   with   the   pilot.
i.
An   airsickness   bag   shall   be   given   to   the   passenger   or   placed   within   easy   reach.
j.
The   escort   and   disembarking   passenger   exit   the   cockpit   area   toward   the   tail.
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