Glider Pilots Guide to Flying at Harris Hill
Introduction:
Our airport is located within the surface area of the Elmira-Corning Regional Airport
(ELM) Class D airspace. This unusual arrangement requires special precautions and
procedures. We have a letter of agreement with the FAA (appendix A) detailing where
gliders can operate in the Class D without radio communication and where pilots must
communicate with air traffic control. The letter of agreement is regulatory. Noncompliance can result in certificate action.
The letter however does nothing to protect against traffic conflicts outside of the Class D
airspace. As a club we have developed the additional procedures outlined in this
document to keep pilots safe and clear of the traffic at ELM. All pilots who fly at Harris
Hill are required to read these procedures. It is imperative that we abide by both the club
procedures and the conditions of the letter of agreement to ensure we have a place to fly
in the future.
Harris Hill Landing and Tow Patterns (Diagram 1):
Figure 1 shows the typical landing patterns and tow patterns when flying on “the Hill”.
The two paved runways and grass area are treated as one big landing area in a 16-34
orientation. Landing on 16 is referred to as landing south. Landing on 34 is called landing
north. Tow planes make their traffic patterns east of the field. That is left turns when
landing south and right turns when landing north. Sailplanes normally make traffic
patterns to the west of the gliderport. That is to say right traffic landing south and left
turns landing to the north. If a glider is too low to make a normal approach, landing in
another direction and/or from the opposite side of the airport is okay.
16
TOWPLANE
PATTERNS
Wind
Sock
GLIDER
PATTERNS
34
Diagram 1 – Photo the Harris Hill Gliderport and Associated Traffic Patterns
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Glider Pilots Guide to Flying at Harris Hill
Tows are almost always launched to the north. Tow plane pilots climb straight ahead
until clear of any traffic on base leg landing to the south then make a left or right turn as
desired. Tows should always turn before the boundary of the Harris Hill Soaring Area
described below. Tow pilots should plan to have the glider release back over the Harris
Hill plateau or the high ground by the monastery, well clear of operations at the ELM.
Standard SSA signals are used when on tow. Prior to launch, however, Harris Hill uses a
waggle of the rudder to indicate ready to go. When the slack is out, the tow plane pilot
wags the tow ship rudder. When the glider is ready, the glider rudder is wagged clearly so
the tow pilot can observe the signal in the tow plane mirror. A slightly different system of
signals may be used during contests.
Elmira Class D Airspace and the Harris Hill Soaring Area (See Diagram 2):
ELM is located in the valley at 955 ft. MSL less than 3 miles northeast of Harris Hill. The
airport has two substantial runways, 6-24 and 10-28. Parallel to 6-24 on the south side is
a turf runway 5-23 which gliders may use. Traffic at the airport includes several
scheduled regional jet arrivals and departures each day and numerous corporate
movements that are not necessarily scheduled. There is a small amount of single engine
flight instruction and private owners. Serving the airport is a control tower, radar
approach facility, and several instrument approaches.
To facilitate the separation of their traffic from other VFR traffic, ELM has Class D
airspace. Within 4 nm of the airport, the Class D airspace extends to the surface. Anyone
within this 4 nm ring and below 3455 MSL (2500 AGL) must call ATC and receive
permission to enter.
Our letter of agreement states that HHSC will call the tower (607-739-1971) before
commencing operations and after we have finished flying for the day. The club has a
green flag that is placed on the deck, visible from the flight line, indicating that this has
been done. Once the tower has been called, ATC reroutes all large aircraft clear of the
Harris Hill Soaring Area.
Once the tower has been called for the day, sailplanes can fly within a portion of the
Class D airspace called the Harris Hill Soaring Area without communicating with the
control tower. Sailplanes can fly in other parts of the Class D by simply establishing radio
communications with the ELM on 121.1. They are very cooperative.
The Harris Hill Soaring Area is defined as that part of the Class D airspace south of a line
from Welles’ bridge eastward to the Chemung County Fairgrounds Race Track and
extending to the edge of Class D and westward from Welles’ bridge to the intersection of
Rt. 352 and Winters Road and extending to the western edge of Class D airspace. Again
the top of Class D airspace is 3455 ft. MSL. Gliders are allowed to ridge soar the full
length of the Harris Hill ridge but should stay clear of the approach to runway 28 at ELM.
The agreement specifically allows for landing at ELM without a radio if the need should
arise.
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Glider Pilots Guide to Flying at Harris Hill
Diagram 2 – ELM Class D Airspace minus the Harris Hill Soaring Area
The Easy Way
Those not familiar with the exact landmarks can look at ELM from the air and remain
clear to the south of the approach corridors to runways 6 and 28 by one statute mile
laterally. This will give you more than enough clearance. For simplicity, we will call the
top of the Class D 3500 ft. MSL.
ELM Caution Area (See Diagram 3):
Although pilots must remain vigilant for traffic at all times and altitudes, certain traffic
patterns are typical on soaring days at Harris Hill. For this reason, we have established a
caution area to increase awareness of traffic landing and departing at Elmira-Corning
Regional Airport.
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Glider Pilots Guide to Flying at Harris Hill
Diagram 3 – ELM Caution Area
Unless radio contact is made, gliders must remain clear of the parts of Class D airspace
not included in the Harris Hill Soaring Area. Glider pilots are strongly cautioned not to
fly in the caution area without radio communication with ELM tower. It is possible to be
legal above 3500 MSL and to be in a dangerous position. Members flying club gliders
should consider purchasing one of the affordable handheld transceivers available. The
club also has several handheld radios available.
The Caution Area extends from the departure end of runway 24, goes out 7 nm and forms
a rectangular box up to 6000 MSL north of 6-24. The box is 5 nm wide. Again the idea of
the box is to heighten awareness of increased ELM traffic. Being just above or just
outside the box does not protect you for all possible traffic conflicts. Because of the close
proximity to the ramp, jet aircraft will most likely depart Runway 24 on soaring days
with winds from SW through North. Gliders starting across the Big Flats valley need to
scan the surface area of ELM for jets taxiing for departure, monitor 121.1 and should
report their start to the tower on 121.1. When starting to the North and Northwest,
departing jets can be a problem. On final glides across the Big Flats valley, departing and
arriving aircraft can be a factor. Always call the tower individually or as part of a flight
when final gliding through this area. Refer to the procedures below.
The area north of the runway is highlighted because aircraft landing ELM may be
descending through the clouds and may be busy with cockpit duties in preparation for
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Glider Pilots Guide to Flying at Harris Hill
landing. Gliders without transponders are barely visible to these pilots. Unlike the area
west of the runway where traffic is usually aligned with 6-24, north of the runway traffic
may be vectored in from multiple directions. Glider pilots need to be vigilant, maintain at
least the minimum cloud clearances, and do not linger here without reporting your
position to ATC.
The area east of the runways is highlighted for traffic landing runways 24 and 28. If you
are low on the east end of the ridge, you need to look for traffic landing on these
runways. Traffic departing to the east is not as great of a threat because east wind days
are not good soaring days. Vigilance still needs to be exercised because a pilot may
request an easterly departure on days with light winds.
Notice that the area directly over the Regional Airport has been excluded from the
caution area. Flying over top of the surface area of ELM is actually a very safe place to
be. Gliders must remain above 3455 ft. MSL (call it 3500 ft.) or call the tower. Diagram 3
shows a radius centered on ELM indicating the area overhead of the airport where it is
safe to fly. Glider pilots can use some discretion here. The higher your glider is the more
room you have to safely operate. The radius would be smaller for lower gliders. The
object is to stay above departing jet aircraft or call the tower.
Communication Procedures:
Any glider transitioning through the Class D airspace with the exception of the Harris
Hill Soaring Area must call the tower individually or as part of a flight. Any glider
crossing the caution area is strongly urged to communicate with the tower. The glider(s)
transitioning should monitor 121.1 until clear of the caution area and then switch back
123.3. There is no need to ask permission to switch frequencies.
A system of VFR check points has been designed to enable concise communications
between gliders and the ELM air traffic control (see diagram 3). Think of the check
points as general areas rather than precise points. If you are uncomfortable with the
phraseology, plain language using direction and distance from Harris Hill is always
acceptable.
The procedure is to describe your general route of flight using two points or one point
and a direction. State your altitude in feet MSL at the time of the report. ATC will come
back with an altimeter setting and whatever information they have regarding traffic
arriving and departing ELM. ATC will advise incoming traffic of your approximate
position and remind the flight crew that you have no transponder. Do not be surprised if
they ask you for a cloud base report. ATC may try to use this information to keep their
traffic well above or well below the cloud base in the area of the gliders, depending on
what they feel is best for a given day. If a group of gliders are starting or finishing at
once, it is preferable that only one glider call for the group. During a contest the Contest
Director will coordinate the opening of the start gate and the task with the tower and there
will be no need to call if you are clear of Class D airspace. Further details will be covered
at the contest safety meeting. During a contest all gliders finishing through Class D
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Glider Pilots Guide to Flying at Harris Hill
airspace (except for the Harris Hill Soaring Area) must call the tower individually or as
part of a flight.
Example for a club glider:
“Elmira Tower, Glider Three is over Harris Hill en route to
Corning at 5500 ft.”
“Glider Three, Elmira Tower, Altimeter 30.13, no reported
traffic inbound, be advised we have one regional jet
departing shortly”
In this communication a few things are assumed:
1)
It is assumed that you will cross the caution areas in 20 minutes or less. This
equates to about 30 mph achieved cross country speed. The glider may stop to
thermal some but in general it is assumed you will keep moving. Those new to
cross country or flying low performance gliders may need to update their
position. If you linger for any reason or reverse course, simply call the tower
to let them know. This resets the “20 minute clock.”
2)
The glider’s altitude and course will vary. Reporting 5500 ft initially does not
mean the glider will be able to maintain 5500 during the crossing. The glider
will follow clouds, zig and zag during the crossing while proceeding generally
in the stated direction.
3)
The two check points given loosely define the direction during the crossing so
that the controller may look for a primary radar target. In fact, the glider may
continue past Corning in the example above.
4)
The information given to the pilot is a snapshot of what the controller knows
at that time of initial contact. It is intended let the glider pilot start looking for
traffic. Normally controllers like to give precise information. In this case, it is
impossible for them to look 20 minutes into the future with total certainty.
Additional examples:
1)
Multiple gliders: “Elmira Tower, Glider 123AB, Flight of three gliders,
Steege Hill en route to Monterey at 6500 ft.”
2)
Using distance and direction from Harris Hill: “Elmira Tower, Glider 7 is
10 miles northeast of Harris Hill en route to Harris Hill at 5000 feet.”
3)
Using One Point and a Direction: “Elmira Tower, Glider 7, Monterey en
route to the southwest at 4500 ft.”
4)
Example of an updated position report (Resets the “twenty minute clock”):
“Elmira Tower, Glider 5 is maneuvering in a thermal. I am currently three
miles to the west at 3700 ft.” (Call again if not clear of the caution area
within 20 minutes; continue to monitor 121.1 until clear.)
Tasking considerations:
During a contest and during our club cross country flying thought should be given to
tasks selected. All other factors being equal, try to avoid multiple crossings of the caution
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Glider Pilots Guide to Flying at Harris Hill
area. Think about using steering turn points to bring finishing gliders back directly over
ELM or from another direction chosen to reduce conflicts with ELM traffic.
Landing at ELM (See Diagram 4):
Landing at the Elmira-Corning Regional airport is not a problem. Those gliders with
radios contact the tower on 121.1 and advise them of your intentions. All the runways
will be made available if you are low and require an emergency landing. Usually, there
will sufficient time to take the runway the tower designates. Normally the turf runway 523 is the preferred option. It is open for use from May 1 to Nov 30 each year. See
Diagram 4 for the standard traffic pattern. If for some reason the paved runway looks
better in your opinion, let the tower know that is your preference and clear the glider off
to side after landing.
Diagram 4 - Locations of ELM Runways 6-24, 10-28, and the Turf 5-23 (the short one)
If you do not have a radio, fly along the ridge and rock your wings. Look to the tower cab
for a light gun signal. A steady green means cleared to land. They may not notice you fly
by. Go ahead and land anyway using your Pilot in Command authority and vigilance for
other traffic. Call the tower at 607-739-1971 after landing to explain what happened.
Again, they are very cooperative.
Landing at the Harris Hill Auxiliary Field (See Diagrams 5, 6 and 7):
Chemung County has purchased a strip of farm land at the base of the Harris Hill ridge
by Rt. 352. This patch is a great option if you have a rope break or just can not make it
back to field. While this is not an airport, the club does mow the grass and patrol the area
for woodchuck holes a couple of times throughout the soaring season. Gliders can land in
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Glider Pilots Guide to Flying at Harris Hill
either direction. There are some trees at both ends but there is ample room to avoid them
and land. Be sure to locate this field during your first flight from Harris Hill.
Diagram 5 – Location of the HHSC Emergency Field
Harris Hill
G
ER
EM
CY
EN
Diagram 6 – Photo of emergency field looking west along the Harris Hill ridge
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Glider Pilots Guide to Flying at Harris Hill
Diagram 6 – Photo of the emergency field looking from the valley toward the ridge
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