CFI's Notes

Tail dollies

Recently the Accro was flown with the tail wheel dolly still attached. Fortunately,t his potentially dangerous incident did not result in an accident this time. A weight that far back results in an effective cockpit weight reduction many times the weight of the dolly - basic principles of levers - and could result in a severe handling problem.

Moving a crewed glider to the take-off point is much easier with the dolly on and the launch crew normally remove it.

It is the responsibility of the pilot-in-charge to ensure that the dolly is detached from the glider before take-off.

Always ask if it has been removed. Nobody should object if you ask them to show it to you in their hands as a visual check. A further check for the pilot is the attitude of the glider just prior to the ground run - if it looks different ask yourself why.........

Daily Inspections

At a recent instructors' meeting it was decided that the cable checks should be done during the DI at the hanger rather than at the first launch. This will save tug idling time and runway blockage. To this end a cable check rope has been made. It lives with the other ropes on the small hanger wall and has a card on it saying what it is! See the accompanying picture.

Suggest the P1 on the first launch should check with the name in the DI book before putting the glider on line to see if this has been done.

Ballast How many people think about non-human ballast in the CBSIFTCBE checks? I recently heard of someone who flew a top weight pilot in the front and then subsequently discovered added ballast. I also found an instructor who was not aware that KAX had provision for ballast, never mind where it went. I hope we are all familiar with the K13 ballast shown in photo 1. See photo 2 for the ballast position in the Acro and photo 3 for that in KAX. The Acro ballast is a quarter circle of steel plate that was once all yellow. The ballast for KAX is a set of three yellow steel blocks. Both the latter aircraft have the ballast on the left hand (port) side behind the front pilot's legs. In the case of KAX it's hidden by the seat cushion and the carpet. Read the pilot's notes for each aircraft to see what the ballast adds. As a fairly light pilot I usually add the weights if I'm flying the Acro or KAX solo. It does improve the handling. Note that in none of these photos is the ballast properly secured! If you put ballast in, either to fly solo or as an instructor, then you (P1) are responsible to see that it is removed at the end of your flight. For instructional flying it's perfectly reasonable for P2 to be made to carry the ballast. Other pilots should remember to think about the possibility of ballast weights being present in their ballast check and check also the Accro and KAX during the DI.	Photo 1
	Photo 2
	Photo 3

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Winter warnings.....

Now that the winter is approaching, we need to review some of the hazards encountered in the winter. The list is by no means complete! Note that some of these hazards also occur during the summer.

Squall lines

Do not launch into a squall line, especially if it is approaching the airfield! Increase in wind strength, lower cloud base, decreased visibility,rain, sink, hail and turbulence are just some of the hazards you will encounter. As a result of a combination of these factors you may also not be able to get back to the airfield. In the winter a squall line may produce sudden blizzard conditions, which, if you encounter when airborne, can lead to loss of all visual references and rapid disorientation.

Fog

Fog banks may linger in the vicinity of the airfield a few miles away for many hours during the winter days. However, be aware the they can drift towards the airfield. Also a drop in temperature, or increase in humidity, will cause fog to form quite rapidly. All pilots need to be vigilant of the insidious nature of fog in the vicinity of the airfield.

Mist/haze

Loss of the usual visual clues of local ground features in misty conditions can lead to quickly becoming lost. If this happens in a glider, then, with the normal rate of descent you will almost certainly have to plan for a field landing.

Strong winds

It tends to be windier in the winter months. We therefore have to take into account turbulence, crosswinds on take off/landing, lack of penetration into headwind, and not get too far downwind of the field. We also have to take into account our individual experience and ability to cope with the conditions as well as the limitations of the glider that we are flying.

Low cloud

Sometimes, if the cloud base is low, it is still possible to aerotow in the gaps between clouds. In wave conditions we may well tow in front of a lenticular cloud. In both cases, we are towing above cloud base. To the experienced, spatially aware pilot this will be no problem. However, to the less experienced pilot the hazard is that he loses sight of the airfield. This then leads to a loss of spatial awareness and he may suddenly become lost.

Wave gaps closing in

Be aware that wave systems change over a period of time. Change in air mass or wind strength can cause the gap between lenticular clouds to fill in. The higher the glider is above cloud, the longer it will take to descend through the gap before it fills in. It may be that the glider has insufficient time to descend, and ends up flying above a complete 8/8 cloud cover in every direction. The options are then to descend on instruments, or remain above the cloud relying on electronic equipment for navigation. In both of these cases the pilot need experience and properly functioning equipment to proceed safely.

Ice on wings

On the ground, on calm frosty mornings, as soon as we take gliders out of the hangar, hoar frost forms on the top surfaces. This is particularly prevalent on GRP surfaces. The wing and tailplane surfaces must be clear of frost and ice before the gliders are flown. In pracice, this usually means that we have for the gliders to thaw out. Flying with frost on the wings is prohibited: it significantly degrades performance and raises the stalling speed.
Flyuing through cloud on cold days can aalso lead to sudden formation of hoar frost on all surfaces- including the canopy.

Condensation/frost on canopies

When the air is cold and moist condensation or frost can form on canopies, particularly on the inside when the lids are shut. For safety reasons the coanpies must be clear before launch. Likewise, if there is a tendency for condensation to form inside the canopy during flight (particularly in the case of gliders with poor canopy ventiliation), then don't launch.

Onset of darkness

Particularly when flying high in the wave systems, at dusk, the sun will still be illuminating the sky, but the ground will be in partial darkness, especially if there is any significant cloud cover. By the time the glider has descended what may be thousands of feet, and reaches circuit height it may well be too dark to land safely.

All of the above events have occureed at Rufforth. Duty instructors as well as all pilots need to be aware of winter hazards- for safety's sake. It is also incumbent upon Duty Instructors to continuously monitor the conditions if they are marginal, and adequately supervise the airfield operation.

Richard Kalin
02 October 2006