SSS Wiki - User contributions [en]

Instrumentation

2010-07-30T20:27:50Z

Cfi: /* Batteries */

Details about the Instrumenation fitted to SSS gliders

== [http://en.wikipedia.org/wiki/Variometer Variometers] ==

Most of the club glider's have [http://www.borgeltinstruments.com/ Borgelt Instruments] varios.
These are pressure sensor variometers and all are total energy compensated.

[http://www.borgeltinstruments.com/B40man.pdf B40 manual]

[http://www.borgeltinstruments.com/B50man.pdf B50 manual]

[http://www.borgeltinstruments.com/B400man.pdf B400 manual]

Sadly they are not fitted with averagers but an average can be gained by pressing the instant average button.

== Radios ==

== Loggers/Barographs ==

The club has an EW type B Barograph. This can be carried on a pilot's person or in a glider pocket for Duration and Height claims.

[[EGF]] is fitted with a [http://volkslogger.de/cms/index.php?option=com_content&task=view&id=30&Itemid=66 Volklogger] GPS/logger.

[http://volkslogger.de/cms/images/stories/manuals/vl174e.pdf Manual]

== Batteries ==

The batteries we use are 7AmpH Sealed Lead Acid type (apart from the Vega which uses a 12AH type). They are connected to the glider electrical bus via a female XLR socket wired as:

*Pin 1 = ''please add''
*Pin 2 = ''please add''
*Pin 3 = ''please add''

Mutual Flying

2010-06-12T09:59:36Z

Cfi: /* And, Importantly: */

We hope this will encourage more fun flying, bearing in mind that these are privileges which may be withdrawn at any time if any of the instructor team are unhappy about the conduct of mutual flights.
'''Medical requirements''' for mutual flying are identical to those for solo flying.
== For local soaring: ==
'''P1''' – Always sits in the front seat, handles glider below 1000’and meets the following requirements:
+ Permission from the CFI & log book signed to this effect.
+ ‘Mutual flying check’ by a full cat*.
(* Including the ability to handle the A/C satisfactory from the rear seat although P1 will fly from the front seat only (unless specifically authorised by the CFI)).
+ Bronze with Cross-country Endorsement and 50 hours P1.
+ Current as per club guidelines.
+ Minimum of 15hrs solo in last 12 months (show logbook to DI).
+ Familiar with type to be flown and current with method of launch.
'''P2''' – always sits in back seat (unless specifically authorised by the CFI) and:
+ Solo & Off Checks,
+ Check flight to experience flying from the rear seat – signed up in logbook.
+ Current as per club guidelines - ie you can’t fly P2 mutual if you would not be able to fly solo on the day.

== For cross country flying: ==
'''P1''' – as for local soaring except:
+ Silver and 50 hours P1.
+ Minimum of 20 hours P1 in last 12 Months (show logbook to DI).
+ Current in cross-country – at least two cross-countries within last year.
+ Current in field landings – motor glider field landing practice or actual field landings within last year.
+ Knows how to rig/derig glider or has crew who does.
+ Ensures trailer is serviceable & toolkits etc checked before launch
+ Ensures crew are named on logsheet prior to launch.

'''P2''' – as for local soaring.

== And, Importantly: ==
+ Consultation with the Duty Instructor on the day to check A/C availability.

'''Note:''' Pilots may get priority for cross-country flying based on their participation in cross-country group activities and approval of the Duty Instructor.

Phil Morgan.
CFI Shalbourne Soaring Society.
12th June 2010

Mutual Flying

2010-06-12T09:58:40Z

Cfi: /* For local soaring: */

We hope this will encourage more fun flying, bearing in mind that these are privileges which may be withdrawn at any time if any of the instructor team are unhappy about the conduct of mutual flights.
'''Medical requirements''' for mutual flying are identical to those for solo flying.
== For local soaring: ==
'''P1''' – Always sits in the front seat, handles glider below 1000’and meets the following requirements:
+ Permission from the CFI & log book signed to this effect.
+ ‘Mutual flying check’ by a full cat*.
(* Including the ability to handle the A/C satisfactory from the rear seat although P1 will fly from the front seat only (unless specifically authorised by the CFI)).
+ Bronze with Cross-country Endorsement and 50 hours P1.
+ Current as per club guidelines.
+ Minimum of 15hrs solo in last 12 months (show logbook to DI).
+ Familiar with type to be flown and current with method of launch.
'''P2''' – always sits in back seat (unless specifically authorised by the CFI) and:
+ Solo & Off Checks,
+ Check flight to experience flying from the rear seat – signed up in logbook.
+ Current as per club guidelines - ie you can’t fly P2 mutual if you would not be able to fly solo on the day.

== For cross country flying: ==
'''P1''' – as for local soaring except:
+ Silver and 50 hours P1.
+ Minimum of 20 hours P1 in last 12 Months (show logbook to DI).
+ Current in cross-country – at least two cross-countries within last year.
+ Current in field landings – motor glider field landing practice or actual field landings within last year.
+ Knows how to rig/derig glider or has crew who does.
+ Ensures trailer is serviceable & toolkits etc checked before launch
+ Ensures crew are named on logsheet prior to launch.

'''P2''' – as for local soaring.

== And, Importantly: ==
+ Consultation with the Duty Instructor on the day to check A/C availability.

'''Note:''' Pilots may get priority for cross-country flying based on their participation in cross-country group activities and approval of the Duty Instructor.

R.Boyd.
CFI Shalbourne Soaring Society.
12th August 2008

XC Flying

2010-06-12T09:12:45Z

Cfi:

== BGA FIELD LANDING BRIEFING ==

1. By 2000 FT. If landing appears probable, fly to a suitable area, preferably flat and
unobstructed. Remember you will cover far more ground if you fly down wind.

2. By 1500 FT. Pick an area with 2 or 3 potentially suitable fields: consider the surrounding
terrain.

a. Are there hills to create turbulence or surface wind problems?

b. Are there TV cables, TV masts or other large obstacles?

c. Does the ground slope visibly? If so is it to steep?

d. Stay orientated with wind direction experienced during the cross-country – relate to
sun position.

3. By 1000 FT. Select your field considering the following:

a. Surface Wind – assess the wind by means of your drift or by smoke. Always aim to
land in a direction, which will give you a substantial headwind component.

b. Field Length – remember the apparent size of any field is seen relative to the size of
those surrounding it. Know the topography of the country over which you are flying. A
good field for a modern glider would be 500 – 600 yards long with relatively
unobstructed boundaries.

c. Obstructions – obstructions reduce the useable field length by at least 10 times the
height at which you clear them. Trees and buildings will also create turbulence.
d. Slope – any visible down slope in the field is unacceptable. A similar upslope would be
acceptable (the wheel brake will be needed). Examine surrounding fields for slope
indications. Fields at the bottom of a valley often suffer from excessive slope.

e. Surface – look for fields in the following order of priority:

(1) Stubble

(2) Grass – but beware of strip grazing indicating electric fences – any shading in
the grass surface almost certainly indicates the presence of fencing.

(3) Short Crop – the surface should appear more brown than green.

(4) Other cropped fields may present a hazard on landing – remember half-ripe
crops may look like stubble – consider the season!

f. Stock – Sheep panic, run and sometimes jump up. Cows are curios, horses bolt. A
solitary cow is probably a bull! Try to avoid fields with stock in them.

4. By 800 ft AGL – Position the glider well upwind and well to one side of your field – visualise
the length of the downwind leg at your home airfield. Use pre-selected ground reference
points to maintain orientation and positioning. Be conscious of the tendency to cramp your
circuit and plan to avoid doing so.

5. Base Leg Position – Plan to be abeam your touchdown by 400 to 500 ft. resist the common
tendency to position the base leg to close – plan for a half airbrake approach. Select a safe
approach speed. Excessive speed will usually result in overshooting the field. Allow an
adequate margin of height over obstructions. Once you are certain you can safely clear them
use full airbrake to achieve an early touch down. Aim for minimum touch down speed on
rough surfaces. Ground looping is common when landing in crop. Concentrate on keeping
the wings level and retract flaps if necessary.
In addition to the mandatory Bronze badge field landing requirement, the BGA recommends periodic
field landing refresher training in an SLMG.

BGA June 2010

==
GUIDANCE FOR GLIDER PILOTS FOLLOWING A FIELD LANDING ==

Glider pilots almost always set off on a flight that will result in a landing back at the base airfield.
Occasionally a flight does not quite go to plan and can result in a field landing. So glider pilots need
the co-operation of farmers and landowners. Their assistance and goodwill is imperative for the
future of our sport. What follows is set of guidelines, based on a document produced by Lasham, to
assist glider pilots in their interaction with farmers and landowners after a field landing. Field selection
and how to land in a field are separate topics not covered by this document.
Trespass
By landing in a field without first gaining the landowners permission, a pilot is committing an
actionable civil wrong. In the eyes of the law the pilot is trespassing. With this in mind, it is clearly
appropriate to be humble, polite and apologetic having landed uninvited on someone’s land. Think
about how you would feel if someone appeared uninvited in your back garden.
Meeting the Farmer
Of course you must find the farmer or a representative of the farmer – its time well spent while
waiting for your crew. First impressions count and your being there is going to cost the farmer time if
nothing else. Farmers are very busy people. Bear this in mind when introducing your self. Stress that
your landing in his field was not planned. Explain what you were trying to do. Let the farmer know
that you will try to ensure you will be as little trouble to him as possible and that with his permission
you can remove your aircraft with the minimum of fuss and trouble.
Retrieve
Almost always when landing in a field, a road retrieve is the only or best option. Aerotow retrieves
should be approached with great caution. If an aerotow retrieve is appropriate, ask the farmers
permission and explain what will happen. Understandably, most farmers will have no prior experience
of an aircraft taking off from their land, let alone two aircraft joined by a rope. So take time to explain
it clearly.
Damage to the Field or other Property
If damage has been caused to crop etc, your glider third party insurance will cover any related costs.
Do not offer to pay compensation there and then and do not admit any liability. The landowner or
farmer may quickly estimate the value of any damage and demand that you pay up. Accurately
valuing crop or other damage is a job for a professional assessor and your insurance company will
make the arrangements. Exchange addresses and insurance company names with the landowner,
and contact your insurance company as soon as possible. The insurer will assess the damage and if
appropriate, will reimburse the farmer. If possible, take photo's of any damage as this may help in the
event of a dispute.
Landing Fee…
Farmers have been known to request a landing fee for both balloons and gliders. Balloons are mostly
commercial ventures and may have up to 20 people on board all paying their way. The farmer quite
understandably expects a slice of the action. Gliders are different – we aim to get back to our base
airfield and are not commercially operated. If the farmer wants a landing fee from you;
- Do not dismiss him out-of-hand
- Ask why he thinks it is necessary
BGA Guidance Post Field Landing June 10 2
If you have not damaged anything, and do not require his services to drag the glider out or to prevent
sightseers wandering onto his property, no landing fee should be paid. Several years ago the BGA
and the National Farmers Union agreed a code of conduct for glider pilots landing in fields (the code
is described in BGA Laws and Rules). At that time a maximum landing fee for gliders of £3.50 was
agreed. As peoples expectations and farming overheads move on over time, consider offering an
absolute maximum of £20 as a goodwill gesture for the farmers trouble and hospitality. It’s worth
noting that the balloonists (mainly commercial, remember) recommend a maximum of £80 paid when
a large passenger carrying balloon lands in a farmers field.
If your farmer doesn’t accept your offer and demands more, refuse politely and refer him to his local
NFU representative. You will not know who that is, but he most certainly will.
And in the unlikely event of the situation getting difficult…
Legally, you cannot be prevented from leaving a property or from taking your glider with you. You
may be expelled by force, but no more than is reasonably necessary and not before you are asked to
leave. Your aircraft may not be confiscated or impounded – that is a form of theft. If you have been
prevented from reasonably retrieving your aircraft, the person preventing you has effectively taken
charge of the safe keeping of that glider. Politely explain this to that person and point out to him or
her the value of the equipment that he or she has just impounded.
If anyone threatens you or if you feel threatened, call the police. They will not wish to get involved in
a case of trespass as this is a civil offence. But in cases where you have been personally threatened,
a criminal offence may have taken place and the police will get involved.
Finally
Regardless of your reception, be polite and stay calm. Always leave the farm knowing that you could
land back there again tomorrow. Always consider following up your experience with a thank you.

BGA June 2010

XC Flying

2010-06-12T09:01:07Z

Cfi:

XC Flying

2010-06-12T08:24:42Z

Cfi: Blanked the page

XC Flying

2010-06-12T08:16:46Z

Cfi: Created page with 'File:C:\Documents and Settings\Philip\Desktop\BGAFieldLdgBriefing.pdf File:C:\Documents and Settings\Philip\Desktop\Guidancefollowingafieldlanding.pdf'

[[File:C:\Documents and Settings\Philip\Desktop\BGAFieldLdgBriefing.pdf]]
[[File:C:\Documents and Settings\Philip\Desktop\Guidancefollowingafieldlanding.pdf]]

Main Page

2010-06-12T08:13:54Z

Cfi: /* Shalbourne Gliding Wiki */

= Shalbourne Gliding Wiki =
:Please document our operations here.

*[[Club Rules]]
*[[Winch Driving]]
*[[Equipment]]
*[[Aircraft]]
*[[Airfield]]
*[[XC Flying]]

==Committee Meetings==
<b>The next Committee meeting is on Wednesday 14th July 2010</b>
The managing committee of the society holds meetings every 1 to 2 months. If you have any points you would like to be raised at these meetings, please contact one of the committee members.
===Minutes of Meetings===
Minutes are taken at each committee meeting. The committee urges all club members to have a quick read through these. Click on the links below to see the minutes.
*[[9th June 2010 Committee meeting minutes]]
*[[11th March 2010 Committee meeting minutes]]

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