2015 Safety Meeting

April 11, 2015

ASC 2015 Safety Meeting• Glider Videos

• Agenda– Greeting & Introductions

– Safety Presentation, Rick Clark• Safety Videos• Continuing Education & Resources• Spring Club check rides / Mid-year check rides / Flight Reviews (BFR)

– Ground Operations, Tom Shipp

– Membership Meeting/Update, Dave Huck

Safety Discussion• What would you have done? / What will you do?

– Video One:• Situation: Transition pilot “high time” in airplane &

helicopters; second flight in a glider; glider 1-34

– Video Two:• Situation: Glider getting lower over a neighborhood

– Video Three:• Background: Risk Management & Pilot Limitations

– Video Four:• Background: Pilot Decision Making, Limitations, & Training

• Key Take A Ways:1. Access yourself and know your limitations2. Take additional training & practice3. Continuously access the situation and insure you have

multiple safe options (What if…?)4. FLY THE PLANE!!!!!

Additional Safety Opportunities

• FAA Safety Team | Safer Skies Through Education

– FAASTeam

• Spring Club check rides / Mid-year check rides / Flight Reviews (BFR)

– Review and Practice signals

FAA Safety Web Site

Club Resources

Club Resources

OperationsClub Members can help improve efficiency, reduce fuel cost, aircraft maintenance and safety by:

Be ready to fly glider when the tow plane lands. Anticipate glider landings for fast retrievals to allow tow plane to land. Gliders allow tow plane to land on main runway when both are landing. When landing on RW29, don’t point the glider towards the tent on roll out. Plan to land on first part of runway and use brakes only as required. Inform tow pilot of intention to box the wake or pattern flights. Don’t push or pull gliders by wing tips.

Scheduling:

The Cirrus should be scheduled using the club web site under aircraft. Pilots planning to fly the Cirrus should check the web site for availability. Additional emails will be used to improve communications. If scheduled, you may work a deal to share the days soaring. If not scheduled by 8PM the prior day, it’s first come first serve.

Other gliders may also be scheduled on the club web site for 5 hour badge flights.

Our normal operating time to close operations is 6PM, inform members if you plan to fly past 6PM. At least a tow pilot and one other member will stay to retrieve you and close operations.

Glider Rides:

Put glider ride sign out if a commercial pilot is available.

OperationsTow Pilots:

Perform pattern flight for warm up, from paved taxi exit to RW11 and other grass areas at 45 degree angle to reduce chance of a propeller strike. Exit from taxi directly to RW29 is OK.

Allow tow plane to drift downwind after takeoff to help glider emergency return to runway.

Keep glider tows upwind within about a mile of the airport. Tow speeds for K7-K13 65-70 mph, for all other gliders including privates 75 mph.

Avoid flying directly over neighbor houses as much as possible.

Cool down, slowly reduce power about 100 rpm after glider release, flaps down, speed 80-90 mph, slowly reduce rpm to 2000, descend 2000 rpm and 85-90 mph, pattern no less than 1500 rpm until short final. Cool down rate not to exceed 50 degrees per minute. A slow reduction to 2000 rpm is critical.

Land on runway that will reduce taxi time if wind and traffic permits.

Lean to near idle cutoff when on the ground, full rich on tow and descent.

Maintain oil level to about 10 quarts, for better cooling. The max capacity is 12 quarts.

OperationsBefore Operations:

1. Daily Operations Officer to prepare for flight line 30 minutes before Ops Start: a. Set answering machine to “IN” b. Start Next Up Glider Sign-Up sheet and Daily Flight log c. Check weather then choose runway with Tow Pilot d. Set “Glider Ride” signs out if a Commercial or CFIG pilot is scheduled e. Prepare Ops Folder with guest forms, waivers, membership forms, etc. f. Prepare flight line equipment (Weights, Seats, Cushions, Ropes, etc.) g. Put out the ‘Welcome Guests’ sign and walkie-talkie

2. Pre-flight ALL gliders BEFORE leaving the hangar checking for damage & including:

a. Positive Control checks b. Gliders washed each day & vacuumed inside c. Canopies cleaned with canopy polish – DO NOT dry polish or wipe these! d. Radios and electrical checked e. Brakes checked before towing to the line

3. Move all equipment to the flight line:

a. NO PEDESTRIANS other than wing walkers allowed between hangar & flight line b. Only TWO vehicles marked with flags and lights allowed on the field with radios c. Locate tent on the North side of RWY 11-29 to allow for optimum takeoff and landing clearance.

Once done, mark the location for future Ops. Refer to the airport diagram for glider retrieval and taxi routes.

d. Gliders should not be staged in the launch position unless a pilot is preparing for launch.

OperationsFlight Line Operations:

4. Op’s Officer (or designee) monitors Handheld Aviation Radio & Hangar Walkie-Talkie at ALL times 5. ALL flights are by order of the Next Up sign-up sheet:

a. Guest & Student First flights take priority b. When a glider departs the next pilot shall prepare his glider before the Tow Plane returns c. If you are not present to Pre-Flight your glider when it is next up you will be Bumped d. NO Pre-Flighting on the Runway and NO Delaying the Tow Plane on the Runway! e. Delay launch if obstacles ahead such as tractor, gliders on the runway or gliders landing would be in

the way of an early emergency release. f. Wing runner verify canopy locked, signal takeoff after verifying pilot ready, rope slack taken out, traffic

clear and rudder waggle. 6. Retrieve vehicle will be ready BEFORE the glider lands – If you’re waiting for the glider retrieve it!

a. Use the North side of 11/29 parallel runways as close as possible to the paved North taxiway/ramp then take the shortest path to the South to reach the glider. Reverse the route when returning to the staging area. Use caution for landing traffic before crossing a runway. Refer to the airport diagram for glider retrieval and taxi routes.

b. When using runway 5/23 turf, use the South East side of the turf for glider retrievals. Refer to the airport diagram for glider retrieval and taxi routes.

7. Daily Op’s officer will monitor EVERY club aircraft landing for issues, rope drops, retrieval, etc.

a. Use caution for other traffic when landing in the opposite direction of takeoff. Communicate intentions before starting Ops.

Operations

After Operations: 8. Clean up Flight Line and return all equipment and aircraft to the hangar 9. Clean, prep, and inspect all aircraft:

a. Wipe down each aircraft, inspecting for damage (report squawks to Op’s Officer) b. Connect batteries to chargers c. Op’s officer will report all Squawks to Chief Tow Pilot

10. Complete days paperwork:

a. Complete ALL Totals on Daily Flight Log b. Collect all money, FAST certificates, and receipts (Gas, parts, supplies, etc.) c. Place day member releases in folder at Op’s Desk d. Put Daily Flight Log, Cash, & Receipts in cash bag then in Treasurer’s locker

11. Secure the hangar:

a. Overhead doors down and locked, switches set to ‘Off’ b. Answering Machine set to “OUT” c. Lock the entry door and confirm locked as you leave

State of the ClubFinancially•Todd Herzog, Tom Shipp, Larry Clayton and a few others did a deep cost analysis of the club and drew these conclusions:

– For the last several years ASC has been operating at or slightly above break even

– We have NOT been funding any reserves for major capital items– The gliders have a fairly high fixed cost (insurance etc.)– To increase cash flow, we need to either increase utilization (fly more) or charge

more– A detailed report on the team’s findings is available – web link

State of the ClubFinancially•Tom Shipp has already talked about Operations changes we can implement to improve the cost picture. •We hope to fly more this year yet to protect the clubs future we also felt we needed to increase our revenue even if we do NOT fly more. To achieve that we are making the following changes:

– The Hook-Up Fee is going from $11 to $13

– The Tow Charge per ‘1000 is going from $7 to $8

– ‘1000 Tow Fee for all flights including simulated rope breaks

– We have reduced the insurance coverage on the Cirrus and K-7 while increasing the coverage on the Pawnee due to the new zero-time engine – goal is to ensure our coverage equals the replacement cost. We’ll review annually.

– Replace the hangar land line with a MagicJack service

– The Cirrus and K-7 are underutilized – we are hoping to remedy that (students in K-7 and scheduling the Cirrus etc.). We will review mid-season and decide if one of them should be sidelined.

– Promote Guest Rides – quite profitable

State of the ClubParticipation /Team Work:

•We need to increase the number of active club members to help share the fixed costs of our club, to that end:

•We need a Membership director to help bring in new members – I’m asking that one or more of you volunteer

•We need an Activity Committee – to plan “social events” like a Spring Merillat day etc. Again, I’m asking for some volunteers

Glider Retrievals on Taxiways Only

= Glider Operations Taxiway= Ops Tent

= Glider Movement Taxiway

ADG

ASC New Member / Student

• Student Pilot Session– Training Syballus– Practical Test Standard

• It is the performance standard at which we are working towards• For Solo Sign-off you need to be performing at the standard

– Documentation of Training Flights• Complete Student Log Sheets• Log flight time in Log Book

– Requirements for Solo– Solo Flight Supervision

• Insurance Requirement:Direct CFIG Supervision Q: What do insurance carriers mean when they say coverage will not apply to

aircraft losses where a student pilot was operating the aircraft unless the student was under the direct supervision of a certified flight instructor?

A: In addition to having a student pilot's certificate and appropriate signoffs for the flight involved, insurance carriers want students going on solo flights to be under the direct supervision of a certified flight instructor. Generally that means a CFIG must have evaluated the student, the aircraft, the airport conditions, and the intended flight just prior to departure. To do that the CFIG must be on site, not at home, not at work, and not flying above the airport.