One of the areas identified in the safety report was to improve on our training of Field Managers to improve safety. The first step is to agree we have the duties right. I have reviewed the duty field managers binder at the flight shack and re-written the duties adding some tasks and better organizing the information. Below is the text if you can review it and email Dan Cook directly if you have any comments. I will then review recommendations with the Board of Directors.
Emergency procedures and contact numbers
Safety Briefing to Visitors
General Guidelines for all Pilots
Duties of the Field Manager
Membership List
Contest Letters & Aircraft Registrations
Weight & Balance Guidelines
Pilot Licensing Requirements
Club Officer List
GGC Flight Safety Program (includes Accident Reporting Forms)
Airfield Layout Diagram
GGC Rate Summary
Club Operating Rules
1. The primary responsibility of the Duty Field Manager and their assistant is to ensure the safe and smooth operation of the flight line. You are in fact the duty Safety Officer on the airfield. The Field Manager should provide leadership in the safe operation of flight activities. The Field Manager should be located at the flight line on the active runway supervising:
2. The assistant Field Manager should usually be delegated to:
3. Both duty Field Manager and Assistant Field Manager should arrive on time for their duty and supervise students with the unpacking or re-packing of the club hangers. Tow planes and two seat student trainers should be moved out of the hangers weather permitting.
4. The Field Manager should ensure that competent pilots
carry out Daily Inspections (DI) on gliders after checking the maintenance
board in the Lacasse hanger that the gliders are serviceable. Gliders that
are grounded must be visibly tagged as grounded and left in the hanger. A
DI must be completed before a glider is pushed out to the flight line for
safety reasons. It is the Field Managers responsibility to check that a DI
has been done on each glider before it is allowed to fly.
This does not replace the PIC responsibility to determine the aircraft's airworthiness.
The member who does the DI has the option of taking the first flight in that
glider.
5. The Field Manager should discuss with the duty tow pilot and duty flight instructor which runway is to be used and arrange to have the flight shack towed to the appropriate spot. If wind conditions change during the day, you may have to organize a move to another runway. Avoid having air movements conflicting on the same runway (I.E. Launching and landing from opposite ends).
6. With respect to safely controlling vehicle movement on the flight line, ensure cars and gliders are not parked where they could be hazardous to the operation of the flight line. Keep them well back (including the flight shack) from the edge of the active runway. Bear in mind also that gliders and tow planes may have to use an adjacent runway in an emergency, or when landing to return to the hanger (typical on runway 31/13). Pedestrian movement control at the flight line is difficult. Small children and dogs are a particular challenge. An adult must supervise children and dogs must be on a leash, as both are apt to walk onto the runway at inopportune moments. Ask them to be removed from the flight line if you are not certain their safety can be maintained. Flight safety briefing for visitors is posted on the flight shack and Field Manager's Binder. For visitors taking flights, request that the pilot settle them into the glider (including preflight brief) long before the tow plane is readied for their launch.
7. For safety do not allow gliders to be left unattended unless the spoilers have been left open and a tire or two (depending on wind strength) have been placed on the wing tip and the canopy closed and locked. When a glider is in the launch order ensure someone removes the tires, ballast, cushions, etc that may be left behind well away from the active runway area. When a glider/pilot is ready for launch ensure a competent person is ready to act as a wing runner and hook up for the tow rope. For safety, it is important to keep visitors away from the glider when the pilot is doing their preflight checks and tow rope connections and launch drills.
8. The Field Manager is responsible for the order of launching. When the flight shack is on the flight line, pilots can put their names on the chalkboard below the glider they wish to fly. In general, the principal of "first come first served" is followed, though the Field Manager has the right to change this order at their discretion. Reasons may be for the purpose of training requirements, task flying, or simply because pilots who arrived early and helped unpack the hanger/DI gliders did not get their names on the board.
9. In general, club glider launches (training and solo) are alternated with private glider launches. When task flying is declared reasonable attempts should be made to launch task gliders early and together if flying the same task. Gliders on declared badge or record flights (declaration form completed) should have launch priority over all other gliders. This does not mean that any glider not ready for immediate launch has priority over another glider that is ready. The aim is for the Field Manager to keep a smooth efficient and fair operation without delays.
10. If the flight line appears it will become busy, when a pilot asks for a launch spot, write the call letters of the glider on one of the metal plates and slide it on to the board in order of launch. This allows ground crews to sequence gliders on the launch grid. Remove the plate when the glider is launched. If it is a club glider that has been launched remove the pilot's name from all lists. On return, if the pilot wishes to fly again they can put their name at the bottom of a list.
11. On instructional flights (pre-solo), the club uses an "A/B" system. The first student on the instructional list takes an instructional "A" flight, which is followed by the second student's "A" flight. The first student then takes a "B" flight followed by the second student's "B" Flight. Then a third student would take their "A" flight followed by the fourth students "A" flight and the sequence continues until all students have had their two flights. This allows students to have two flights in rapid succession usually with the same instructor. If a student wish a third flight they can place a "C" beside their name on the list and on completion of the "A/B" flights the "C" flights could be done. (the sequence would look like AA, BB, AA, BB, etc, then if no new students C,C, etc).
12. The Field Manager should ensure the glider pilot is ready for take off as soon as the tow plane returns. This is mainly the glider pilot's responsibility but if the pilot is not ready it may be necessary to move the glider off the flight line to launch those that are ready. When the pilot is ready the glider can be placed back on the flight line for immediate launch.
13. When the tow plane lands and returns to the launch point the next glider in the grid should be ready in all respects (pilot(s) strapped in, preflight checks done, canopy closed, tow rope laid ready for connection (or connected) wing runner ready and tow plane signal relay person in position. When possible have gliders in grid position on the active with the next pilot ready. If two tow planes are being used this would mean four pilots ready to go. Keep in mind it is unsafe to rush a pilot through their preflight checks and it is better to remind them earlier to get ready.
14. When a tow rope is dropped by the tow plane have two ground crew ready to retrieve it as soon as it is safe to do so (no other aircraft launching or landing). If persons are learning to assist as ground crew, they must be accompanied and shown by an experienced member. This includes working as wingman or signaler and they must be familiar with all the signals before working alone. The glider pilot has the right to refuse a wingman if they do not want that person. (e.g. some high performance gliders need faster wing runners in light conditions).
15. When a club glider calls downwind the member who wants to fly that glider next should help with the retrieve. The Field Manager should only dispatch the golf cart to retrieve a glider if the person is competent with gliding operations, not just how to operate the cart (parallel active runways have been blocked or gliders on final have been forced to take evasive action). Also, improper towing with the cart (turning too tight) can damage the glider.
16. It is normally the assistant Field Manager who keeps time sheets, collects monies, welcomes prospective members, ensures waivers of responsibility are signed by passengers and fees paid. When monies have been paid this should be annotated on the flight sheets in the "remarks" column beside the flight entry data.
17. It is important to fill in the times on the flight sheet accurately (use the same time piece) and legibly as these are Transport Canada official documents for record keeping. Entries must be made in ballpoint pen and by pressing firmly to mark the carbon copies. If a mistake is made strike out the entry with a line and make a new one. Any non-standard operation such as 3000' tows, hanger flights, rope breaks etc should be entered into the remarks column to ensure accurate billing. All club glider and tow flights must be logged on the flight sheets (Private power flights need not be recorded). All cross country flights without a written declaration should have turn points indicated in the remarks column as this will reflect a flight notification (TC). If a pilot has requested an "overtime flight" and it is approved by the Field Manager this must be indicated in the "remarks" column or the pilot will be automatically billed overtime. It is the pilot's responsibility to confirm with the Field Manager the entry has been made after his landing.
18. There should be someone monitoring the radio in the flight shack. When pilots call "Pendleton: ground, operations or Unicom" the Field Manager or assistant should respond to the call and pass on information requested, or take action as required. If a tow pilot radios the tug is going for fuel the Field Manager should arrange for someone to go help refuel the tow plane. Note that the flight shack is not for air traffic control and does not give clearance to take off or land. However, if a visiting aircraft wishes to land an advisory can be given as to any traffic in the area, active runway and circuit in use, and landing at the pilots discretion.
19. At the end of the day, all money (cash and cheques) is to be placed in an envelope (found in the cash box) and placed along with the white copies of the flight sheets in the locked box for deposits in front of the club house bar. The Field Manager and assistant are responsible to ensure the log entries of monies balance with the money that has been collected. The pink copies of the flight sheets are put in the CFI mailbox beside the telephone and the yellow copy is placed in the black duo-tang binder in the cupboard above the bar sink. The clip board and cash box remain in the flight shack. Any membership application forms/checks should also be placed in the clubhouse lock box.
20. The Field Manager should ensure that all ropes tires, cushions, etc are taken off the field when the flight shack is returned to the hanger. The Field Manager should ensure the flight shack is left neat and tidy with sufficient supplies for the next flying day. All glider snags should be indicated on the white board in the Lacasse hanger with a dry marker provided.
21. In the event of an incident record the information in the black comment book in the flight shack. Following the initial response to an accident provide a copy of the SAC accident report to the pilot (if no injuries) and notify the club safety officer. If all gliders are not accounted for at the end of the flying day (especially those on x-country flights) check the hangers or trailers for the call letters. If still not found check with members at clubhouse to see if a call was received or a recovery crew was dispatched. If still not located inform club CFI or Safety officer. If an overdue pilot cannot be found then SAR will be notified.
22. The Field Manager and assistant may interchange responsibilities as determined by the duty Field Manager and training of the assistant.
23. It is very important for members to show up for their duty. A missing duty person causes extra work for others, disrupts flight line activity, and ultimately results in the loss of club revenue. If you cannot make your duty day, arrange for a substitute.
Dan Cook