Flight Review Questions at CGC
1.
On-tow emergency procedures: Where do you find them for CGC? Why are they
needed? [FAR 91.309 (a)(5), Towing: Gliders, states: "The pilot of the towing aircraft
and the glider have agreed upon a general course of action, including takeoff and release
signals, airspeeds, and emergency procedures for each pilot."] See attached operating
procedures. Do you know these rules?
2.
Do you look to see if the tow line is properly connected to the tow plane before
you take off? Do you when you are running a wing? How would you recognize when
the tow line is not properly connected at the tow plane end? What would you do if were
not?
3.
How would you know if the tow plane was losing power, but the propeller did not
stop turning? What would you do?
4.
Where would you land if you had a PTT at 50, 100, 200, 300, 500 feet? What
would you do if the wind were strong from the North, South, East, West if you had PTT
at 500 feet after the typical turn to the South? Look at the picture on the next page and
identify all possible landing sites.
5.
How would you alter your plans for landing after PTT, or on any landing, if any
of the following occurred: (a) the tow plane was heading for the same landing site as
you; (b) you couldn’t land next to the tow plane on the grass because of another take off
in progress; (c) there were children playing on the road, so it could not be used; (d) there
was a very strong west wind, making a downwind landing impossible?
6.
If landing on the road to the west over the trees, what would you use as your aim
point? What altitude would you need over the trees?
7.
If landing to the east over Bell Road what is the most important consideration?
8.
What degree of bank is safest on the turn from base to final: 20, 30 or 45 degrees?
Why?
9.
In a typical approach to CGC, how high do you want to be when you turn final?
What factors affect your decision concerning the height? What is your goal in terms of
use of dive breaks? When do you open them? How steep do you try to make your
approach be? Why?
[For a useful discussion, see: “Approach Control and the Wedge” at
http://www.bfgc.co.uk/Technical/Wedge/Wedge.htm]
10.
In a typical approach to CGC what airspeed do you use? What factors affect the
airspeed that you select?
11.
In a typical approach to CGC, what sort of pattern do you seek to fly? Why?
When do you alter your pattern?
12.
Why is important to check NOTAMS? How do you do it? Can you provide
examples from local operation where failure to check NOTAMS was a problem?
13.
What limits on flight operations from CGC apply within 15 miles of CGC? [Do
limits applicable to Class B, C, D and E airspace apply? Limits related to airways?
Power plants and refineries? Race tracks? What are the limitations?]
14.
What requirements apply to determine a pilot’s currency to fly? To carry
passengers?
15.
Thermalling: How do you join a thermal? Arrange to see and be seen in a
thermal? Leave a thermal? Pass another glider in a thermal? Use instruments?
Determine you speed?
16.
How low is too low to thermal? What are the relevant factors?
17.
What are the principles you think are most important related to off-field landings?
18.
When flying locally from CGC, where would you look if you sought to identify
low altitude air carrier traffic? What instruments on club gliders can help avoid
conflicts?
Flight Operations:
Use of check lists
Takeoff:
Use of rudder
Emergencies near the ground
Release and direction
Crosswind techniques
Tow:
Slack rope recovery methods
Emergencies -- rope break and inability to release
Boxing the wake
Tow release:
Looking first
Knowledge of location of tow plane
Knowledge of location of other gliders
Steep turns:
Airspeed control
Heading control
Coordinated flight
Slow flight:
Control at minimum airspeed
Spin entry and recovery
Approach stall/spin entry and recovery
Thermalling: See above
Landing:
Pattern planning
Pattern entry
Pre-landing checklist
Airspeed
Radio usage
Transponder usage
Airbreak usage
Wind sheer awareness
Crosswind technique
Aiming point
Roundout
Dealing with PIOs
Clearing the runway
Intrusions
Michael L. Shakman
4/4/05
CHICAGO GLIDER CLUB AEROTOW PROCEDURES
FAR 91.309(a)(5) requires that before conducting aerotow operations, the pilots of the towing
aircraft and the glider “have agreed upon a general course of action, including takeoff and release
signals, airspeed, and emergency procedures for each pilot.”
Chicago Glider Club pilots have tacitly agreed to such procedures through Club practices, safety
seminars, and discussions with tow pilots and glider pilots, thus not delaying towing
while such matters are discussed before each flight.
To ensure compliance with the applicable regulation, and to make sure that everyone is following
the same procedures that govern CGC towing operations, whether such operations occur at CGC
Field or on retrieve from another location, these procedures are set out below.
Should other procedures be more appropriate, any variance will be agreed upon by both tow pilot
and glider pilot prior to commencing such tow, or by radio when airborne.
Responsibility for determining the appropriate procedures remains with the pilots involved, based
on their review of the relevant circumstances.
1. The standard signals for ground and on-tow operations are those listed in the SSA Soaring
Flight Manual, and will apply. Each member has reviewed these signals, is familiar with them,
and will use them.
2. The glider pilot is responsible for arranging for a wing runner, if one is to be used, and for
briefing the wing runner as necessary for safe operations.
3.
Unless directed otherwise, the tow pilot will tow the glider until it releases, or until 3,000
feet AGL is reached. The glider pilot will inform the tow pilot, either by ground signal or radio
prior to takeoff, of any variance desired.
4. The glider pilot will advise the tow pilot prior to takeoff or by radio if a tow to a specific
location or if maneuvering outside the normal high-tow position is intended.
5. Tow airspeeds will not be less than 60 knots (70 mph) for fiberglass gliders and 55 knots
(65 mph) for other gliders.
6.
The glider wing will not be raised until the glider pilot signals ready for takeoff.
7.
The following emergency procedures will apply:
a) In the event of a power failure while the tow plane is on the ground or at an altitude from
which an immediate landing on the takeoff runway is possible, both glider pilot and tow pilot will
attempt to release, the tow plane pilot will attempt to move to the left side of the runway and the
glider pilot to the right side.
b)
In the event the tow plane pilot notices something is wrong with the glider, such as the
spoilers are open, he/she will advise the glider pilot by radio and continue the tow to at least
2,000 AGL (if possible) while returning to over or near the glider field prior to signaling the
glider pilot to release.
c) In the event any other emergency or distracting occurrence arises while in flight that
makes aerotow difficult or impossible (such as canopy opening, instrument malfunctions, or the
like), the tow pilot will attempt to reach a safe altitude so as to increase the time available to deal
with the problem.
CHICAGO GLIDER CLUB BOARD OF DIRECTORS 050101