This
sheet is a quick reference to selected practices at GBSC, primarily focused on
flight instruction. It is intended is to be a short and simple reminder of
common operations to improve student/instructor communication and expectations.
In the case of conflicts, this guide overrides the GBSC membership manual,
which overrides the base commercial textbook. As time permits, the membership
manual will be updated to be consistent with this reference.
Landing
technique - Blaniks - The preferred landing technique for the L-13 and L-23
Blanik is flaps extended for the L-13, fully arrested descent, touch down is
low energy prior to tail wheel contact, roll out on the main gear. Deceleration
is controlled with dive brakes, followed by the wheel brake. More than light wheel brake usage when slow
can result in the forward fuselage contacting the ground and is only approved
during an emergency.
Rope
release technique - Do not release from tow unless the airport is in sight or
the glider position is fully understood via ground references, and within
gliding distance of the airport.
Release should occur with normal load on the rope, avoiding high loads
and light loads. Rope release should be visually verified prior to initiating a
shallow, level right turn.
Training manual –Students and instructors will have a common
reference by utilize the following books throughout the flight training
process: Knauff’s training books: First Flight to Solo, After
Solo (or Solo to License), and Transition to Gliders (for power pilots), as
well as the SAA Soaring Flight Manual and FAR/AIM. All pilots are encouraged to
expand their soaring library beyond these core texts.
Altimeter
setting - Students
will be instructed that the standard GBSC technique is to set the altimeter to
field elevation (450 feet) prior to takeoff. Should a rated pilot receiving
instruction state a personal pilot technique preference for setting the
altimeter to zero, this is acceptable.
Basic
pattern altitudes & positions - Refer to the GBSC Membership Manual for traffic
pattern definitions (left crosswind entry for runway 34, right 45 downwind
entry for 16). The IP staging altitude for the crosswind entry on runway 34 is
1650 feet MSL. Desired altitude abeam
the touchdown point on downwind is 1050 feet MSL. In very high wind
conditions, it is acceptable to abandon the cross-runway leg in favor of a 45
degree entry onto the left downwind for RW 34 with special attention to power
traffic.
Final
approach & speeds – Although Sterling does not have significant vertical
obstructions on approach to either runway, there is major ground congestion
consisting of people and gliders, and no guaranteed open space short of the
displaced threshold. Approaches are to be high, with a steep decent angle and
airspeed well controlled (a normal obstacle clearance landing). Available
options for runway conflicts include the paved runway and/or landing beyond the
cross taxiway.
Takeoff
check list - CB-SIT-CBE (Controls, Ballast, Straps, Instruments, Trim, Canopy,
Brakes, Emergency) will be used on instructional flights (same as the textbook,
with the addition of E). This and the landing checklist are to be used for
verification of settings and actions previously completed (don’t wait until E
to plan your flight, including studying the days conditions and preparation for
a rope break). It is desirable to have these checklists posted in the club gliders.
Landing
check list - USTALL (Undercarriage, Speed, Trim, Airbrakes, Lookout for traffic,
Landing spot)
1) tow plane takes slack out of the tow rope (no glider
pilot involvement, other than hookup)
2) the glider pilot gives thumbs up when ready (usually
prior to full slack removal)
3) the wing runner levels the wings
4) the wing runner checks the pattern to assure it is
clear and indicates status to glider pilot
5) the glider pilot wags the rudder with gentle, full
displacement movements
6) the wing runner signals commencing of the launch
with full arm rotations
With more than one glider
on the grid, there should be no delay from tight rope to rudder wag. Delays
indicate an error in planning, whereas the glider should have been moved back
in line at least one position as needed for additional ground instruction or
pilot preparation.
Radios – Use of radios is highly encouraged and can provide
a significant risk reduction in the busy airspace of Sterling airport.
Un-mounted handheld radios need to be managed so as to not be loose in the
cockpit. Listening is just as important as talking. See the GBSC membership
manual for usage guidelines and phraseology.
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