Aerotowing operations manual - Southdown Gliding Club · 2 The Responsibilities of the Tug Master...

AEROTOWING OPERATIONS MANUAL

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SECTION 1 ORGANISATION

1 The Purpose of Aerotowing

2 The Responsibilities of the Tug Master

3 Authorisation to Fly Tug Aircraft

4 The Responsibilities of the Tug Pilot

5 Currency and Checking

6 Pawnee Conversion

7 Rostering

SECTION 2 NORMAL OPERATIONS

1 Health and Fatigue

2 Noise Abatement Procedures

3 Allocation of Tugs

4 Meteorological Conditions

5 Daily Inspection and Defects

6 Fuel and Oil

7 Tow Rope

8 Tug Logs

9 Start up, Warm up and Ground Handling

10 Take-off

11 Climb

12 Release and Descent

13 Approach and Landing

14 Go-arounds

15 Turn arounds

16 Shutdown

17 Aerotowing Signals and Out of Position

18 Straight and Level and Descent on Tow

19 Glider Badge and Record Flights

20 Dual Tows

21 Passengers

22 End of Day

SECTION 3 ABNORMAL AND EMERGENCY OPERATIONS

1 Engine Failure

2 Engine Fire

3 Glider unable to release

4 Reporting of Incidents/Accidents

5 Aborted take-offs


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SECTION 4 AEROTOW RETRIEVES

1 Types of Aerotow retrieve

2 Authorisation to carry out Aerotow retrieves

3 Retrieves from Parham

4 Retrieves from other airfields

5 Retrieves from off-airfield sites

SECTION 5 TECHNICAL AND MAINTENANCE

1 Aircraft Technical Knowledge

2 Periodic checks (50/150 hour)

3 Reporting of defects

APPENDIX 1 NOISE ABATEMENT MAPS

APPENDIX 2 LIST OF APPROVED TUG PILOTS

APPENDIX 3 PREVIOUS FLYING EXPERIENCE FORM FOR NEW TUG PILOTS

General Note – This manual is a Southdown Gliding Club site specific manual and its purpose is to

provide guidance to those pilots involved with aerotowing operations. The British

Gliding Association also issues an aerotowing manual which can provide a useful

reference. This manual is in no way a substitute for each individual aircraft’s Flight

Manual/Pilot’s Operating Handbook and these are to be considered the final

authority on the operation of these types. However, where this manual requires

more stringent operating techniques, these should be observed.


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SECTION 1 ORGANISATION

1 THE PURPOSE OF AEROTOWING

The towing operation at Southdown Gliding Club is maintained with the sole purpose of

providing a reliable, cost effective launching system for gliders. It is paid for and run by the

members on a voluntary basis. The operation is controlled and monitored to ensure

adequate standards of safety and efficiency are maintained.

2 THE RESPONSIBILITIES OF THE TUG MASTER

A tug pilot is appointed by the committee to act in the role of Tug Master to oversee the

day-to-day running of the towing operation. He must be deemed to be of sufficient

experience and knowledge to continually monitor and maintain standards. It is his/her

responsibility to, on a continuous basis, review operational procedures to ensure the tug

aircraft are operated as safely and efficiently as possible.

The Tug Master is accountable to the CFI and Club Chairman to advise on all matters

concerning towing operations and is the liaison between the tug pilots and the instructing

community. He/she is responsible for communicating changes, amendments and safety

information to all other tug pilots.

The Tug Master is to ensure the continuing airworthiness of the tug aircraft and must

organise any defect rectification and scheduled maintenance in co-ordination with the club

technical officer.

The Tug Master may, at his discretion, appoint Deputy Tug Masters who will assist in some

of the day-to-day duties.

The Tug Master and his/her deputies will be responsible for carrying out conversions for new

tug pilots. They will also be required to carry out periodic refresher training on existing tug

pilots to ensure standard operating procedures are adhered to.

3 AUTHORISATION TO FLY TUG AIRCRAFT

The Tug Master will continually monitor the number of tug pilots with the CFI to ensure

adequate cover for the anticipated amount of glider flying. Based on this, the Tug Master

may authorise another pilot to fly the tug aircraft. The requirements to fly tug aircraft are as

follows:-

• Hold a current pilot’s licence at NPPL standard or higher

• Hold a current medical certificate in accordance with their licence

requirement

• Be under the age of 80

• Be a full member of Southdown Gliding Club

• Have sufficient experience as a glider pilot

• Hold a valid SEP rating endorsed on their licence

• Have completed tailwheel differences training


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4 THE RESPONSIBILITY OF THE TUG PILOT

Each tug pilot is responsible for maintaining the currency of their licence, single engine

piston class rating and medical. All tug pilots have the ability to communicate with the Tug

Master any suggestions they may have for the improvement of the tugging operation. Tug

pilots also have the ability to suggest amendments to this Aerotowing Operations Manual.

All tug pilots are required to keep themselves fully conversant with the latest safety

information and operational changes involving the towing operation.

Tug pilots are responsible for ensuring that they remain in current towing practice, and if

required must request a check flight with the Tug Master of one of his Deputies, to ensure

re-currency.

5 CURRENCY AND CHECKING

To remain current, an experienced tug pilot must have carried out at least 1 aerotow in the

preceding 3 months in a SGC tug aircraft. An experienced tug pilot is one that has been

carrying out aerotowing following their towing training for a period of 6 months or more.

For inexperienced tug pilots, a tow must have been carried out in the preceding month.

All tug training, conversions and recurrent training will be carried out using the Super Cub

aircraft.

Every tug pilot will be required to fly an annual check flight with the Tug Master or his

Deputies.

6 PAWNEE CONVERSION

To fly the Pawnee aircraft, a pilot is required to have completed their initial training on the

Super Cub and completed at least 30 tows unassisted in the Super Cub. The conversion onto

the Pawnee aircraft will be carried out by the Tug Master or his Deputies.

It will consist of a technical briefing on the aircraft and its systems, a discussion about the

differences in towing operation between it and the Super Cub, and a thorough flight briefing

about handling techniques. Special attention must be given to the differences in speed and

landing perspective. Following these ground briefings, the pilot will be required to carry out

a general handling flight under the supervision of the pilot conducting the conversion

training. This will consist of a normal take off, climb, followed by steep turns, stalling,

climbing and descending and at least 3 normal landings.

7 ROSTERING

On scheduled flying days, at least one tug pilot will be rostered to fly the tug aircraft. If a tug

pilot is unable to attend his/her flying duty, or any part of it, it is their responsibility to

organise a replacement.


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SECTION 2 NORMAL OPERATIONS

1 HEALTH AND FATIGUE

Aerotowing can be both physically and mentally demanding for the tug pilot. A duty during

the summer can be long and in very hot conditions, during the winter it may be cold and

sporadic. It is essential, as the aircraft are operated by a single pilot, that every tug pilot is

honest in monitoring his/her physical state.

Repetitive climbing and descending puts strain on the bodies sinuses and vestibular system.

If a pilot is suffering from a cold or blocked nose, flying may cause discomfort which

ultimately may cause damage. The decision to not fly may not be the most popular but

probably the most appropriate.

Long days spent at the controls may be good for building hours but can be fatiguing. If

another tug pilot is available, they may be willing to take over for a few minutes to allow a

comfort break. Think – the accident report wouldn’t read well if a lack of concentration

could have been avoided simply by taking a short break. You may think you are as fresh at

tow 30 as you were at the start of the day but you aren’t!

It is the tug pilot’s responsibility to ensure that they are sufficiently fit to fly; this includes

making the decision when to stop.

Below are some simple steps each pilot is responsible for taking to ensure they are fit to fly:

• Don’t fly when not feeling well to start with

• Don’t fly without sufficient rest

• Take regular breaks throughout busy days allowing another pilot to cover for a short

period

• Do not dehydrate – drink sufficiently, be especially cautious on hot days

• Don’t go hungry – eat sufficiently throughout the day

• Know your own limits – no-one will thank you for bending an aircraft

2 NOISE ABATEMENT PROCEDURES

By the nature of the activity, aerotowing operations produce a noise signature which is

particularly annoying to those under or near the flight paths. Slow climbs at high power

settings, usually into wind reducing ground speed, repetitive flight paths and the annoying

change of prop note following release all add to the offensive noise created by tug aircraft.

All tug pilots must be aware of the noise signature they are creating and how best to

manage it. Appendix 1 to this manual shows pictorially the noise sensitive areas surrounding

our airfield and the preferred routings to be flown.

It cannot be underestimated how significant a problem noise is to the Gliding Club and

avoiding noise sensitive areas must be at the forefront of the tug pilots mind when deciding

on the climb out route to be taken.


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Essentially, all built up areas �� be avoided at any height; these include the surrounding

villages of Storrington, Amberly, West Chiltington and Pulborough. In addition, local farm

buildings should be avoided and the RSPB reserve south of Pulborough must not be

overflown. As part of our planning agreement a no-fly zone is established around Parham

House to the South West of the airfield. This must also be avoided at any height.

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3 ALLOCATION OF TUGS

Tug aircraft are allocated in order of priority by the Tug Master or his deputies. The order of

which will be displayed on a black-board at the rear of the hangar on the maintenance office.

This order will take into account remaining time until periodic maintenance, next scheduled

maintenance and flying hours. Unless extraordinary circumstances dictate otherwise, tugs

must be used in this order.

4 METEOROLOGICAL CONDITIONS

All tug aircraft are strictly certified as Day VFR only and as such must not be flown at night or

in conditions which do not permit continued flight under VMC. A definition of VMC can be

found in the Air Navigation Order.

5 DAILY INSPECTIONS AND DEFECTS

Before the first flight of each day, each aircraft requires a Daily Inspection (DI) to be carried

out and signed for. Each tug pilot has the authorisation to carry out daily checks on the tug

aircraft. A yellow coloured DI logbook is kept in each of the aircraft and must be annotated

with the details of the DI carried out. These include any defects found or carried forward,

any defects causing unserviceability, the state of fuel and oil at the inspection and the initials

and name of the person carrying out the inspection. If a defect is found, it must be reported

in accordance with Section 5.3 of this manual.

Although a Daily Inspection is only required at the first flight of the day, it is prudent to carry

out an abbreviated inspection when taking over the aircraft from another pilot and

periodically throughout a long days towing. At all times during the day’s operation, the

aircraft windscreens must be kept clean.

6 FUEL AND OIL

All tug aircraft are run on AVGAS 100LL dispensed from the underground fuel store next to

the clubhouse. The use of this fuel store will be demonstrated during a tug pilots training

paying particular attention to the safety elements of the refuelling process.

Accurate log keeping of fuel usage is important to ensure that sufficient supply is maintained

but it is also important to indicate on the tug log kept in the aircraft the fuel uplifted as this

will highlight any unusual consumption which may indicate an engine problem.


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� � �� The oil quantity must be checked at the Daily Inspection and periodically throughout the

day. The correct grade of oil must be used as indicated on the oil cap or on the oil drums in

the hangar. Over oiling of the aircraft is costly and wasteful as excess oil will be burnt off or

thrown overboard by the engine.

The correct levels to be maintained are 10 quarts in the Pawnee and 7 quarts in the Super

Cub.

7 TOW ROPE

It is the tug pilot’s responsibility to ensure the tow ropes used on the aircraft they are flying

are in a suitable condition. Tug pilots should be familiar with how to change the weak links

used in the tow rope, the signs of wear and what can be tolerated before a change of rope is

needed.

Tug pilots are to ensure that at the end of the flying day, the tow rope is re-wound onto its

storage board and placed in the box on the fire truck.

8 TUG LOGS

At the start of each days flying, the pilot is to ensure that a sufficient supply of tug log sheets

are available on the aircraft clip board. It is vital that the details recorded on the tug log are

clearly legible and accurate. Release heights must be transferred to the gliding log sheets at

the end of the day to ensure each glider pilot is charged the correct amount for his tow. This

is the responsibility of the tug pilot. Accurate tacho readings and fuel uplifts must be

recorded to enable monitoring of the tug hours and engine performance. Any other

chargeable flying, including aerotow retrieves and training are to be recorded on the gliding

logsheets.

9 START UP WARM UP AND GROUND HANDLING

Before starting the engine, all pre-start actions must have been completed. The aircraft

must be positioned in such a way as to ensure the prop wash does not affect anyone. No tug

will be started in such a position where the prop wash will blow into the hangar or over any

other aircraft. There must also be a clear area in front of the aircraft in which the aircraft

can be safely taxied away.

After sufficient priming and ensuring that the area surrounding the propeller is clear, the

engine can be started. This will be accomplished by cranking the engine with the fuel on,

mixture rich, throttle set and magnetos off. Once the engine rotates the left mag only is

switched on. Once the engine starts to run, the starter button is released and the right mag

is turned on. The throttle is then adjusted to maintain an engine speed of 900-1000 rpm

while the after start checks are completed.


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The engine must be allowed to warm sufficiently before opening the throttle above 1200

rpm. This will vary depending on the outside temperature but as a rough guide, if the oil

temperature is registering at all above the stop, or the CHT has started to register, this

should be adequate. In no instance must this be less than 30 seconds.

Before the first flight of the day, a power check must be carried out on the engine to check

the correct operation of the Carburettor Heat control and the Magnetos. For the Super Cub,

the run up check should be carried out on the opposite fuel tank to that used to start and

taxi out, to ensure that both tanks are capable of feeding the engine.

Taxi speed must be kept to a maximum of a fast walking pace and sufficiently slow to ensure

the aircraft would roll to a safe stop should the brakes fail. Taxiing next to parked gliders

and people must be done with extreme caution and the tug pilot should be reminded that

he/she is responsible for any damaged caused by the aircraft prop wash.

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Minimum use of the brakes should be made in accordance with best practice as

replacements are costly and time consuming.

Due consideration for the positioning of the tow rope is the pilot’s responsibility and damage

to parked gliders can be made by the rings on the end of the rope. In strong winds the tug

should be parked into wind so that control surfaces are not damaged and should also be

positioned to afford the pilot the most complete view of the launch point and landing area

possible. This is a great aid to situational awareness. Normally this will mean parking at 90°

to the take off direction so the aircraft prop wash is blown clear of people and parked

gliders.

10 TAKE OFF

Once the rope is attached and all people clear of the area in front of the glider, the slack

should be taken out of the rope without delay. The mirror should be monitored during this

time to watch for the rope tightening. The slack must be taken out slowly enough to ensure

that the glider is not jerked forwards by the rope coming taught. This may cause ropes to be

back released on those gliders with belly mounted combination hooks or may even get

caught up in the wheel well.

Once the all out signal is received, a final visual check of the climb out path must be made to

check for circuit traffic as abandoning the take off roll is hazardous with a glider under tow.

The throttle should be opened smoothly and progressively to full power over at least 4-5

seconds, then a brief check should be made of the static rpm achieved, oil pressure and

airspeed indicator to ensure normal parameters.


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The tail of the aircraft should not be raised immediately, but only after the combination

starts to pick up speed as a rope break in the first few yards with full power and the stick

forward will likely tip the aircraft on its nose. Due consideration to position of the ailerons

with regard to wind direction must be made and a normal ground roll carried out. Once

airborne, select a climbing attitude that gives both climb �� acceleration.

11 CLIMB

The climb speed will vary depending on the weight of the towed glider. To aid the tug pilot,

three white bugs have been applied to the ASI. The bugs correspond to the correct towing

speeds in the following cases.

• Bottom bug – single seat wooden gliders such as K8 or K6

• Middle bug – light weight single seat glass gliders and solo two seat training gliders

such as DG300, Discus, ASW20 or K21

• Top bug – heavier single seat gliders and two seat glass gliders such as DG500, Duo

Discus or Nimbus

• Top bug +5mph – Gliders carrying water

At all times during the climb the flight path must be monitored to ensure the noise

abatement routes are flown. In addition to this, the tug pilot will do his/her best to arrange

the tow route in such a way that the glider pilot is dropped in an area of lift or at the position

requested by the glider pilot.

Climbs should be arranged to be flown in lift if at all possible as this reduces time to climb

which saves fuel, reduces the impact of noise and helps the glider pilot.

The point of release will also be planned to make the descent route as efficient as possible.

12 RELEASE AND DESCENT

At release, the glider pilot will climb the glider up and to the left while the tug pilot will

descend to the right. This ensures the maximum rate of separation between the two

aircraft. Before making any turn lookout is of the upmost importance and as such it is

prudent to lookout in the direction of the turn prior to reaching the release height. If this is

not known, it is wise to lookout in this direction just prior to reaching every 500 feet in the

climb.

Once released the prime objectives of the tug pilot will be to look after the engine and

return to the airfield in the most efficient way possible.

In the first 10 seconds after the glider has released, the aircraft should be accelerated to

110-120 mph while maintaining the engine rpm at a constant 100 rpm below the maximum

or the climb setting whichever is the lower. In the following 10 seconds the aircraft should

be trimmed and the throttle further reduced slowly to 2200 rpm for the descent.

The noise of the tug aircraft is still significant in the descent and continuous turning over a

single point on the ground should be avoided. The aim is to ‘spread’ the noise not focus it.


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All normal noise routes must be followed and the route flown should be optimised to ensure

the minimum time consistent with sensitive engine handling. Tight turns at high ‘g’ loadings

should be avoided sympathetic to the age of tug aircraft. This type of manoeuvre is also

particularly annoying to local residents and dangerous if carried out in the vicinity of the

airfield while the circuit is active.

13 APPROACH AND LANDING

Within the vicinity of the airfield, following the prescribed routes will provide other circuit

traffic with the best knowledge of your intentions.

Once within the circuit the power and speed should be slowly reduced to allow the engine

temperature the most time to stabilise.

All landings should be planned to arrive on the normal aerotow strip to the west of the

airfield as this provides the most predictable arrival for other pilots. It also allows for the

longest landing roll and for the smoothest surface. Landings should also be planned to most

efficiently use the landing run available.

�� In addition to the above where a back-track is required, heavy braking should never be

carried out with the sole intention of reducing the taxi back to the launch point or stopping

before the windsock. The windsock is there to show wind strength and direction, it is not an

indicator of your landing performance!

14 GO-AROUNDS

If a go-around is to be flown the tug pilot is responsible for ensuring the tow rope does no

damage to any object/person on the ground. Due consideration should be given to dropping

the rope if clearance cannot be assured.

The flight path following a missed approach must adhere to the standard noise abatement

routings and if conditions dictate that a safe landing at Parham cannot be assured, due

consideration should be given to diverting to Shoreham or another suitable airfield.

15 TURN AROUNDS

Once back at the launch point, the tug pilot will endeavour to perform the turn around as

quickly as possible. Consistent with this, the tug pilot will endeavour to taxi in such a way as

to reposition him/herself to carry out the next tow without delay. If the glider is not ready

to launch by the time the tug has returned, consideration should be given to shutting the

engine down to save fuel.


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16 SHUTDOWN

If the engine is to be shut down this will be accomplished by closing the throttle fully after a

short period to allow the engine temperatures to stabilise and moving the mixture control to

Idle Cut Off. Once the engine has stopped rotating, the magneto switches must both be

turned off and the battery master turned off. If the aircraft is to be parked at the launch

point for any period of time, it should be parked into wind with the tow rope pulled in close

behind the parked tug so that it is not in the way or trampled by vehicles. The tug aircraft

should not be parked so that it encroaches on any part of the landing strip.

17 AEROTOWING SIGNALS AND OUT OF POSITION

The use of radio between the tug aircraft and the glider pilot can be the most simple and

concise way of communication but glider radios can be unreliable and transmissions can be

misheard. To remove any ambiguity, there are several signals that can be flown by each

aircraft to highlight a potential problem. These signals are summarised below:

• From Tug to Glider – Left to right lateral rocking of the tugs wings signals to the

glider pilot to release immediately.

• From Tug to Glider – Side to side movement of the rudder signals to the glider pilot

that their airbrakes/drag chute have deployed.

• From Glider to Tug – Left to right rocking of the gliders wings to the left of the

normal towing position signals to the tug that the glider cannot release the tow

rope.

In the course of a tug pilot’s training they must demonstrate or be demonstrated all of these

signals.

During a glider pilot’s training, they will too be demonstrated these signals but in addition

will be required to demonstrate the low tow position and out of position towing. The tug

pilot must be aware of this and should be informed of the instructor’s intention to

demonstrate these positions prior to take-off. However this is not always the case and out

of position towing may occur at any time. The primary concern is to remain in control of the

aircraft and if control difficulties are encountered, consideration should be given to waiving

off the glider.

18 STRAIGHT AND LEVEL AND DESCENT ON TOW

When a long transit is required with a glider on tow, or if a descent on tow is required as

dictated by the weather, airspace, or the glider’s training requirements, the following must

be considered. All power changes must be made as slowly as possible to allow the glider

pilot the time to adjust his position or configuration to maintain position. Many gliders will

require the use of their airbrakes to descend on tow and in this case, the airbrakes open

signal is not required. Long tows in straight and level flight can be quite tiring for the glider

pilot and it can be less strenuous to fly the glider in the low tow position.


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19 GLIDER BADGE AND RECORD FLIGHTS

Occasionally the tug pilot will be asked to tow a glider pilot to an exact position and height

when they are to carry out a badge claim flight. In this case, the tug pilot must ensure that

the aircraft is released in the correct position as accurately as is possible and the time of

release must be noted. The tug pilot may also be required to sign a declaration.

20 DUAL TOWS

Due to the restrictive length of the airfield at Parham, dual tows are not to be carried out.

21 PASSENGERS

Passengers are not to be carried in tug aircraft without the approval of the Tug Master or

one of his deputies. Passengers in tug aircraft will only be allowed in exceptional

circumstances and must sign a Southdown Gliding Club temporary membership form if not

already a member of the gliding club.

22 END OF DAY

After the last flight of the day, the tug aircraft must be fully refuelled in preparation for the

next day’s flying. Prior to shutting down the engine for the last time at the fuel pumps, a

magneto check should be carried out to ensure the safety of the magnetos. This can be

carried out at idle, followed by a normal shut down.

All tug pilots will ensure that all paperwork relating to their flying is correctly filed.

At the end of the flying day, all tugs must be cleaned, with particular attention being paid to

the cleanliness of the windscreens. Any defects must be recorded in the aircraft Daily

Inspection booklet for the next pilot to read. Once in the hangar a final check – master off,

mags off, logs out, should be made.


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SECTION 3 ABNORMAL AND EMERGENCY OPERATIONS

1 ENGINE FAILURE

In the event of an engine failure during flight, the primary concern is the control of the

aircraft. If the failure/rough running occurs while towing a glider, the glider should be waved

off. A normal forced landing should be carried out. If time permits, a ‘mayday’ call should

be made announcing the nature of the problem and your intentions. It is prudent where

possible, when carrying out towing operations, to climb and descend in an area where, in

the event of an engine failure, a glide approach into Parham can be flown.

2 ENGINE FIRE

Should an engine fire be suspected at any point, the prime objective should be to abandon

the aircraft. If the fire occurs on the ground, the aircraft should be brought to a halt, the

engine shut down and the brakes set. The aircraft should then be abandoned, remembering

if possible to take the portable fire extinguisher. If it is considered safe to do so, the fire

should be fought using the hand held extinguisher.

Should the engine fail in flight, the priority remains abandoning the aircraft. An engine fire

will soon develop into an airframe fire with disastrous consequences. It may be more

appropriate to land the aircraft in a field than to return and attempt a landing at Parham.

In any case, control of the aircraft is paramount. A ‘mayday’ call and subsequent fire fighting

using the hand held extinguisher should only be attempted if time permits.

3 GLIDER UNABLE TO RELEASE

If the glider pilot signals to the tug pilot that he/she is unable to release, consideration must

be given to the situation the glider pilot will be left in once the tug aircraft releases the rope.

This is ��

an emergency situation it is merely abnormal so time should be taken to prepare

for the release. The glider should be towed to a suitable height, at least 1000 feet above

ground. It should be towed back into the overhead at Parham and released there. The extra

drag and weight of the cable will degrade the gliders performance. The rope must not be

released with the glider in low tow position as the rope will fall over the glider.

4 REPORTING OF INCIDENTS/ACCIDENTS

Following an incident/accident involving a tug aircraft the pilot/individual involved must

contact the Tug Master as soon as possible. This should of course only be done at an

appropriate time after emergency services, Air Accident Investigation Branch and the police

have been informed should the incident be a serious one!

The Tug Master will decide on the course of action to take and it may be appropriate for the

pilot concerned to temporarily stop flying the tugs pending re-training or discussion with the

Tug Master. If it is considered that the issue has been resolved, the individual may be

allowed to return to towing following re-training.


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5 ABORTED TAKE-OFFS

Aborting a take-off while towing a glider is hazardous as the glider pilot will take time to

react to the initial deceleration. The glider may also be airborne and will in any case catch

up the tug aircraft quickly. It is likely that the glider pilot may fail to release his end of the

rope and if he lands beyond the stopped tug aircraft, the rope may suddenly become tight

again.

Should a take-off have to be abandoned, the throttle should be closed and cable released.

The brakes should then be applied with sufficient force to stop the aircraft in good time,

however, not hard enough that the glider runs into the back of the tug. The whole length of

the take-off run may be used if necessary to allow the glider sufficient room to stop.

Consideration should also be given to turning off the runway away from the centre of the

airfield to allow the glider more room to stop.

Aborted take-offs are not to be practiced with a glider connected for any purpose.


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SECTION 4 AEROTOW RETRIEVES

1 TYPES OF AEROTOW RETRIEVE

There are three types of aerotow retrieve. Retrieves from Parham, retrieves from other

airfields and retrieves from off airfield sites. Aerotow retrieves are charged by the tacho

hour and cost varies for the Super Cub and Pawnee. The office should be consulted for the

latest rates. There are currently no standard rates for retrieves and accurate recording of

tacho times prior to and after the tow is essential for charging purposes. As fuel

consumption is significantly less on the Super Cub, consideration should be given to using

this in preference to the Pawnee.

2 AUTHORISATION TO CARRY OUT AEROTOW RETRIEVES

Tug Pilots will be authorised to carry out aerotow retrieves based on their towing

experience, and in some cases subject to a check out with the Tug Master.

All tug pilots are authorised to carry out retrieves from Parham and retrieves from other

airfields after a briefing from the Tug Master or one of his deputies. Only those pilots who

have been checked by the Tug Master will be authorised to carry out off airfield retrieves.

3 RETRIEVES FROM PARHAM

All tug pilots are authorised to carry out retrieves from Parham. Before carrying out long

distance retrieves involving a period of level towing, pilots should be familiar with the

techniques described above for straight and level towing. When taking a tug away from

Parham for any length of time, the duty full cat instructor should be consulted and thought

must be given to the impact on the remaining gliders to launch. If a second tug aircraft and

tug pilot are available this should be used to ensure continued operation at the launch point.

If this is not available, the retrieve should be delayed until such time that it would cause no

impact to normal operations.

It can be helpful and save time if prior to take off, a pre-arranged release point is agreed.

Return to Parham must be flown as expeditiously as practical consistent with normal engine

handling.

4 RETRIEVES FROM OTHER AIRFIELDS

After due consideration for impact on normal towing operations, any pilot may be

authorised to carry out retrieves from other airfields after briefing from the Tug Master or

one of his deputies.

The tug pilot is responsible for ensuring he/she has permission to land and carry out the

aerotow retrieve. Many smaller airfields and farm strips will require PPR from the

landowner prior to arrival. The glider pilot may be able to organise this for you, but it

remains the tug pilot’s responsibility.


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Many airfields may also be significantly shorter than Parham and the tug pilot �� ensure

sufficient take off run is available.

5 RETRIEVES FROM OFF AIRFIELD SITES

Before carrying out retrieves from off airfield sites, each tug pilot must receive a check from

the Tug Master. This must include not only a briefing, but must contain practical training in

the Super Cub.

Off airfield retrieves are becoming rarer with the increase in popularity of turbo and self

launching gliders. As a result tug pilots are becoming less current at field retrieves and this

increases the risk involved significantly. No pilot will attempt to carry out off airfield

retrieves without first receiving authorisation to do so.

The tug pilot is responsible for ensuring adequate performance is available �� to landing,

this is usually done by making a practice approach and overflying the site before committing

to a landing. If the site is deemed to be unsuitable then the tug is to be returned to Parham

without delay. In this instance the glider pilot is still responsible for the cost of the flight,

and accurate time keeping is still essential. It is an insurance requirement that the field is

‘walked’ by a suitably qualified person i.e. the glider pilot, before use. This must be done

before the tug leaves Parham.

In ALL cases -

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SECTION 5 TECHNICAL AND MAINTENANCE

1 AIRCRAFT TECHNICAL KNOWLEDGE

During a tug pilot’s conversion onto type, he/she will be adequately briefed on the technical

aspects of the aircraft prior to flying training. The Pilot’s Operating Handbook for each type

are kept in the Clubhouse and should be read by the tug pilot before conversion onto each

type. A thorough working knowledge of the technical aspects of the aircraft will be assessed

on the annual flight test.

2 PERIODIC CHECKS (50/150 HOUR)

Accurate recording of the engine tacho hours will ensure the most efficient use of aircraft

hours between periodic checks. Before a day’s flying, the remaining hours until the next

check should be noted and annotated on the log sheet along with the current reading. On

conclusion of the day’s flying, the final tacho reading should be noted in full.

3 REPORTING OF DEFECTS

The normal way of recording defects is to write a description of the defect in the aircraft

Daily Inspection book. Although it will be normally used for recording defects discovered

when carrying out a DI, any defects discovered at any time may be reported in this manner.

Any defects which affect the aircraft’s serviceability must be reported to the Tug Master, his

deputies or the Tug Maintenance Manager for rectification. If the aircraft is deemed to be

unserviceable, a notice must be left on the pilot’s seat, obvious to the next pilot to warn

him/her of the unserviceability.


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Intentionally Blank


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APPENDIX 1 NOISE ABATEMENT MAPS


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APPENDIX 2 LIST OF APPROVED TUG PILOTS

Name

Su

pe

r C

ub

Pa

wn

ee

Fie

ld

Re

trie

ve

s

Signature Date


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APPENDIX 3 PREVIOUS FLYING EXPERIENCE FORM FOR NEW TUG PILOTS

Personal Details

Full Name DOB

Address

Home Phone

No

Mobile

Phone No

Email Address

Flying Details

Licence

Number

Licence

Expiry

Licence Type Medical

Class

Medical

Expiry

Gliding Hours Gliding

Launches

Previous towing

experience Y/N

P1 Hours Power Types

Flown

Dual/P2 Hours

Total

Aerotowing operations manual - Southdown Gliding Club · 2 The Responsibilities of the Tug Master...

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Transcript of Aerotowing operations manual - Southdown Gliding Club · 2 The Responsibilities of the Tug Master...