Web site: http://www.cgc.org.za
KRAUTKOERANT
- SEPTEMBER 2000 no: 2000-05
Web site: http://www.cgc.org.za
KRAUTKOERANT
- SEPTEMBER 2000 no: 2000-05
Editor – Andre
Leeb-du Toit
WOXIE’S
WORD - Editor
When Alison conned me into taking on the editorship of the Krautkoerant I agreed to do so for a trial period and on condition that members themselves contributed to the letter – in fact, all I hope to do is compile and distribute it! I will never be able to match the standard of the newsletter as it was under Peter Wooley’s editorship -so I won’t even try!
I would like to make it a ‘club friendly’ – or ‘folksy’ newsletter - and to that end will introduce a regular feature entitled “ Get to Know your Fellow Members” This issue features ‘Boet” Coetsee. If the files are not too large I will include pictures (with Dave Starke’s help) and maybe an appropriate cartoon.
Distribution will be largely through the Website (www.cgc.org) or by e-mail for those without Internet or who want to preserve the original double column format. Snail-mail to the rest of you until you get ‘connected’ – even Rienhold has at last joined the wonderful world of ‘FRED” and now has e-mail!
If there is a fabric to this issue it is probably “club spirit”. The club went through a bad patch recently but now is the time for all of us to pull together and adopt a positive approach. (See the Chairman’s report and the article by Mike Pascoe entitled “Lets put the fun back into Gliding”). The cost of flying is going up – what can you do to help fellow members. Offer lifts to reduce the cost of getting to FAWC. Promote gliding to your friends and particularly make new comers and visitors feel welcome. Also, fly the club gliders - we need to increase fleet utilization. Let’s see more members come to Worcester to fly and not just come when they are on duty!
On the subject of utilization: – Charts showing the variance
between fleet utilization and budgeted hours are posted on the Flying Panel’s
notice board and will be updated on a bi-monthly basis. All aircraft, except
the Super Cub, are currently below the cumulative budgeted hours as carried
over from January 1999. The Cirrus hovers around the budget line and the K7 is
approaching it while the Twin Astir is below but maintaining the slope. The
Motor Falke, Citabria, and both Astirs are far below the budget hours.
Randy Cullen
has been posting issues of two Canadian magazines on our notice board. There
are some excellent articles in both and are well worth reading (also available
on the web). Both Sven and I have reprinted in this issue articles from ‘Free
Flight” and Randy’s old club magazine “Vancouver Soaring Scene ” raises many
issues which are common to CGC. I like their concept of a Long Range Planning
Committee which bases it’s plans on a Member’s Opinion Poll (MOP) which, in
fact, they are busy with right now (forty two questions!). Randy has e-mailed
me some of the members comments which to quote him are “pertinent to our
situation” and goes on to suggest we “could make them a Sister Club and
exchange all news letters, ideas etc.”
I think this is a great idea and the Committee should give this some
consideration and also consider the MOP Survey and the LRPC concept.
Hamba Kahle
“Aviation
in itself is not inherently dangerous, but to an even greater degree than the
sea, it is terribly unforgiving of any carelessness, incapacity or
neglect." (Original writer unknown, dates back to
WW 2 advisory.)
“Walkabout”
New Members: - None.
Fire Officer: - Thanks to Ari Cotton who now fulfills this post.
Club Secretary:- This portfolio is still vacant - any volunteers?
New Fuel Bay:-
Dave Starke reports as
follows:- “We finally have a professionally installed Avgas fuel supply at FAWC
complete with a 14 000 litre underground tank. Hats off to those members of the
Worcester Flying Club who have got their act together and made this happen.
This facility has been financed by some members of the WFC who have formed a
trust to benefit the WFC and the airfield in general. This is a major asset to
Worcester airfield and to the Cape Gliding Club. As a result of a very
attractive price offered to us, we will not have to increase our tug charges in
spite of a recent R0.42 cents per litre increase in the price of Avgas.
Please pass on the news to all your aviation friends that Avgas is
available at FAWC seven days a week”
“PAX Certificates”:- Louis Moore is designing certificates which will be issued to
Paxes to commemorate their flight. He is also making up Key Rings with the CGC
contact details. These will be on sale at the launch point.
Solo / Cleared Solo Pilots / Ratings:- Congratulations to Ari Cotton who re-soloed after a absence of
several years and, Kim Carter-Brown soloed on aerotow having previously been
solo on the Winch in Natal and to Andrew Lightfoot on a rear-seat PAX rating.
Conversions:- Ari Cotton has converted to the Astirs and Alex Kielczynski has converted to the Motor
Falke – well done both Ari and Alex. (Note;
All Full Brevet instructors are required to convert onto the M/Falke by
01-01-2001. Ed).
Badge Claims:- None
New Hut sites:- Five new sites have been approved. Peter Clemence has already
started work on his hut.
New Hangar:- A site for Rudi and Gerhard’s hangar has been approved and the
Janus ‘C’ should arrive from “Germany out” within the next few weeks.
Special General Meeting:- The
recent meeting to vote on the proposed change to the Constitution, namely; “
Item 4.a 1. “Notwithstanding the
above, the buying or selling of all major capital assets shall be subject to
the approval of the Members by a vote at the AGM or at an Extraordinary General
Meeting.” After a discussion, a
vote was taken which achieved a 50% vote in favour and not the two-thirds
majority as required by the Constitution.. The motion was thus not carried.
Needed:- We are still looking
for two volunteer Duty Pilots for the forthcoming Ab-Inito course – please
contact Andrew Roos if you can help. The success of an Ab-Initio course depends
largely on the Duty Pilots input.
“White Stripe” Club: -
Congratulations to Rico and Hubert on their membership to the club!
Spliced! : -
Congratulations to Sandy and Annette on their recent marriage.
Stork News :- On the 22-08-00,
a young pilot landed a Pottage glider (reg.ZS-GRANT) in a field in Constantia
after a flight of nearly 270 days!
Congratulations to his crew, Gary and Noelene.
FROM THE
CHAIR – Alison Hultberg
The Club has seen a few changes over the past few months. - some controversial and some extremely beneficial to the overall running of the Club.
Something on the ‘do-ers’ and ‘talk-ers’ among club
members.
In any club there will always be those that criticize. I would like the members however to remember the positive things that are being done and the things that are happening around the Club. The infrastructure is ticking over smoothly and that only happens with the incredible effort put in by a few dedicated members who are always doing the work.
How many members are aware of the good work being achieved by the
CGC / WFC Liaison Committee? Top marks go to Dave Starke and Rico Suter for
their constant input in smoothing the ways between the two clubs. I am sure
everyone has noticed a difference in the ambiance at the airfield recently.
My thanks also go to the Committee for all their efforts behind
the scenes. Also to Rien, the Chief Tug Pilot, who slogs away tirelessly, not
only the tugs, but also the Retrieve Vehicle, the Winch, the Motor Falke and
many, many other things. Andre also gets involved where he can and is at the
beck and call of everyone needing help. He is also the SSSA’s Regional Approved
Person for the Western Cape and, having retired as CFI, is now getting involved
with the Krautkoerant.
Those who feel they are not happy with a particular aspect should maybe, instead of continually criticizing, ask themselves “What positive contribution can I make to improve things”? You will be surprised how rewarding it is to feel you have done something positive!
And now on to other things.
With snow on the mountains and some early spring flowers beginning
to bloom the Airfield is a great place to be these days. Although we have had a
few ‘wave’ days, I would encourage all student pilots to take advantage of the
wonderful training conditions of late. Jacques has done a great job arranging
our Social Calendar and, if our recently held
CFI’s retirement party is anything to go by, brace yourself for good
times ahead.
Looking forward to seeing you, if not at cloudbase, then at the
launch point.
Alison
WAAIHOEK – Sven
Olivier (Safety Officer)
We are often asked about the safety of soaring and we all respond
in the manner of Bruno Gantenbrink in his famous article. To my mind a fresh
and more valid approach is set out in the following letter which appeared in
the June/July edition of ‘free flight’, the journal of the Soaring Association
of Canada.
“I wonder what the glider accident rate is this
year”
In the accidents that have happened that I know about, most were not the result of an “unforeseeable,
uncontrollable, unpreventable” freak event. Most factors appear to be
judgement, fatigue, etc. In my limited experience, poor judgement complicated
by either stress, fatigue or lack of experience seems to have been the chief
factors.
I believe I can assure my wife and children that I am relatively
risk-free if I: -
1. Keep up my flight time and currency,
2. fly within the limits of my known abilities,
3. keep my eyes open in flight,
4. on takeoff and landing have more than
one option available,
5. fly when I am rested and healthy,
6. ensure my equipment is in good working
order,
7. make sound judgements, and
8. stay away from others who do not follow rules 1 to 7 above.
Like any other accident chain of events, most people who have
accidents have generally violated the above rules and end up eventually losing.
When we say we are pushing the limits we are generally breaking some rule and
showing bad judgement.
I feel that the real question is not, “is soaring safe”, it is “am
I safe”. Statistically my chance of an accident is either 0% or 100%. As an
individual, it either will or will not happen. If I continually break safety
rules I am pushing the 100%. If I always follow 1 to 8 above I’m helping to
assure my 0% accident rate.
I have no consolation in statistics when I fly. If I break some of
my rules and I am in the process of scaring myself to death, my ability to
start following my safety rules is my ticket to safety.
I do not think to myself, “I wonder what the glider accident rate
is this year”.
The safety of a sport is the combined safety record of all of the
individuals. My record and most of my club members is no wrecks and no
injuries. I am not hoping to keep it
that way; by following my safety list I plan
to keep it that way. Metal fatigue or a freak meteorological event may
still occur, but that’s not my biggest danger — my biggest danger is me:- By William Snow. - Quoted from Freeflight with the approval of the Soaring
Association of Canada
It is only recently that I became aware of the existence of the
journal and I would highly recommend to members that they visit the Website at www.sac.ca where
they can read or download all editions of Freeflight.
The recognition of a stall
Having seen the safety video (which will again be shown on
Thursday 14 September 2000 at a venue to be advised) I merely restate the
symptoms of in impending stall in their
order of appearance:
1.
Excessive back
pressure on the stick.
2.
Nose higher than
normal.
3.
Lower than normal
airspeed.
4.
Lack of noise.
5.
Sloppy controls.
6.
Shudder.
Please, particularly in the circuit, keep the string straight and the nose below the horizon.
Wingrunners
Also gleaned from the video (and to assist all of us who run wings
from time to time). Keep your eyes and ears open.
1.
Check that the pilot
is strapped in (last year in the USA a glider pilot fell out of his cockpit
during an aerobatic contest).
2.
Assist the pilot with
his control surface checks.
3.
Check that the wing
and tail dollies are removed.
4.
Check that the
airbrakes are closed and locked.
5.
Check that the canopy
is closed and locked.
6.
Check that the rope
is usable (the rings must move freely and there must be no knots).
7.
Be at all times aware
of the traffic in the circuit and advise the pilot of traffic.
FLY AS MUCH AS POSSIBLE AND ABOVE ALL ELSE FLY SAFELY.
BACK-SEAT DRIVING - Andrew Roos (CFI)
The
recent Safety Seminar highlighted the number of accidents that result from
poorly handled Premature Termination of Tow (PTT) incidents. A PTT is any
incident that causes an aerotow to be terminated earlier than planned such as a
rope break, a release mechanism failure, a bird strike or other tug problem.
Although we must do everything we can to reduce the likelihood of a PTT – for
instance by properly inspecting the release mechanism during the DI, checking
the tow-rope rings before each hook-up, and regularly inspecting our tow ropes
– they cannot be eliminated entirely since some causes (such as bird strikes)
are beyond our control. Hence it is important for us to understand why PTT
incidents often result in serious accidents, and to find a way to break the
chain of events.
The
most dangerous PTT incidents are those that occur within the first five hundred
feet of the aerotow. A typical accident scenario would be a rope break at 150
ft AGL on a calm day with insufficient runway remaining to land ahead. In
situations of intense stress the human mind almost always resorts to reflex
responses, and since most of us have landed on runways thousands of times the
automatic response is to try to land on the runway we have just left. The pilot
attempts to turn back with insufficient altitude, which typically results
either in a wing hitting the ground or in a spin when s/he stalls the glider in
a reflex attempt to avoid hitting the ground. Such accidents are often fatal.
We
are all familiar with this scenario from training, and know that in the event
of a low-altitude PTT we should land straight ahead (within 30-degrees either
side of the runway heading) instead of attempting to turn back. Unfortunately
accident reports show that this knowledge is not sufficient to prevent fatal in
the circumstances described above – every year a number of pilots who know that
they should not attempt to turn back from low altitude nevertheless do attempt
to turn back after a low-altitude PTT and are killed as a result. The problem
is simply that under the intense stress of an emergency, the knowledge which we
have rehearsed perhaps fifty times can’t compete with the drill of landing on
the runway which we have rehearsed thousands of times.
In
order to counter this, the Flying Panel has decided to introduce into the
training syllabus a procedure borrowed from power flying – to rehearse during
our pre-flight checks our procedures in the event of a low-altitude emergency.
For aerotow launches, this would be a PTT, for winch launches a cable break,
for motor gliders an engine failure after takeoff. In order to do this, we have
modified the preflight checks which will be taught to students, introducing “E”
for “Emergency Procedures” as the penultimate item in the checks, which now
become:
B
– Ballast
C
– Controls
S
– Security
I
– Instruments
F
– Flaps
T
– Trim
B
– Brakes
E
– Emergency Procedures
C
– Canopy
During
the “Emergency Procedures” item, the pilot who will be flying the takeoff
should describe what s/he would do in the event of a low-altitude emergency.
Note that this will not be identical for every flight – the correct procedures
will depend on the method of launch, weather conditions, runway in use,
experience of the pilot and other factors. For example, for an aerotow from
Runway 15 in calm conditions, a good response might be:
“In
the event of a PTT with sufficient runway remaining I will deploy full
airbrakes and land ahead. If there is insufficient runway remaining and below
1000-ft altitude I will land on a suitable field within 30 degrees either side
of the runway heading. Above 1000 ft I will turn right through 180 degrees and
land on the winch runway.”
Because
the correct procedures depend on the weather and other factors, it is essential
to think carefully about your options for each flight. For instance the
procedures given in the example would be completely incorrect if there was
strong wind, because a downwind landing would not be possible. It would also be
inappropriate if the winch was parked on the threshold of the winch runway.
Although I can’t give answers for all situations, the following considerations
should help in formulating suitable procedures:
As
well as knowing what you would do at different phases of the takeoff, it is
important to know when each phase is reached. The transition between landing
ahead on the runway and landing on a field is best judged by eye, as we are
used to judging glide performance by eye during final approach. However the
point at which you will attempt to return to the field is best determined using
the altimeter, as normal flying does not involve any similar visual “pictures”.
In
order to avoid having to look at the altimeter after a PTT incident – which
takes valuable time, and distracts you from the critical task of maintaining
flying attitude – the Flying Panel recommends that pilots get used to saying
“decision height” when they reach the height above ground at which it is
possible to return to the airfield. Then the decision-making process is simple:
if you have called “decision height” then you return to the airfield in the
manner described during your pre-flight checks; if you have not called
“decision height” then you land straight ahead, either on the runway or on a
suitable field.
Please
note that “Emergency Procedures” and “Decision Height” will be required in all
instructional flights – including check flights – with immediate effect. I
strongly urge all pilots to incorporate these two simple items into your
everyday flying – they may just save your life.
The
Flying Panel has enacted the following regulation with immediate effect. It
supercedes the previous regulation that stipulated that competition finishes
were to be flow in the circuit direction above the main runway.
The Flying Panel actively discourages
beat-ups and competition finishes as we believe that these activities involve a
substantial and unnecessary risk of injury both to the occupants of the glider
concerned and to bystanders.
Club members (including daily members)
may not engage in any low flying in a glider or motor-glider within the
vicinity of Worcester Airfield except as expressly permitted by this
regulation. Any contravention of this regulation will be seen in a serious
light and may result in the grounding, suspension or expulsion of the member
concerned.
Members are permitted to practice
competition finishes provided that each of the following requirements is met:
The member has a current aerobatics
rating and has been signed off for competition finishes by an instructor who
has been appointed by the CFI to give aerobatics instruction.
There is no other traffic (including
any aircraft about to take off) which could conflict with, or be inconvenienced
by, the maneuver.
There is no activity on the winch
runway. Here “activity” shall include the winch or any other vehicle being
positioned on the winch runway, whether or not winching operations are in
progress.
The glider in which the competition
finish is performed has a fully operational radio and the pilot makes a blind
call on 124.8 MHz announcing his intentions prior to commencing the maneuver.
Note that it is the pilot’s responsibility to ensure that the radio is transmitting
and receiving correctly and that the correct frequency is selected.
The competition finish must be
performed in a downwind direction directly above the winch runway, followed by
a pull-up and turn onto base leg. Note that the base leg will be flown in the
circuit direction usually reserved for powered aircraft.
At no time during the maneuver may the glider be flown lower
than 200 feet above ground level. Note that this is a requirement of the Civil
Aviation Regulations part 104.03.2.
CHIEF DUTY PILOT’S REPORT - Louis Moore
Since taking
over the position of Chief Duty Pilot from Allison Hultberg I have been
fortunate enough to get to know a number of club members who I would not
normally have interacted with in other circumstances. I would like to start by thanking all the club members who have
made my tasks so much easier. These are
people who do not try to skip out of their shifts, turn up promptly, and run
things smoothly at the airfield. Not
everybody however knows how to let things run smoothly. I would like to address a couple of
often-found problems, and thus help in assisting all club members.
The best is to
start with the most obvious of problems.
Every three months a new duty roster is worked out. It therefor stands to reason that as a club
member, you will be required to do a duty once every three months. You will find a duty roster with your
account, before the start of the next three-month cycle. There is also a duty roster in the
clubhouse. As from September there will
be a duty roster E-mailed to every member as well.
The most often
heard excuse of duty pilots is that they never knew. Not knowing is not good enough (Might I add that if you do not
pitch up for a duty you will be rostered twice in the next roster). By not arriving for your duty you not only
therefor put an added burden on your fellow duty pilot and pilots for that day,
but also onto yourself for the next roster.
Should you have any preferences or requests please contact me.
Normally I
will give the duty pilot a reminder a week in advance to remind them of their
duty. It is the task of the duty pilots
to then liase with each other to phone the instructors and tug pilots and in
turn remind them of their duties.
If duty pilots
swap out or get someone to do their duty, please let me also know.
Secondly, it
is advisable to turn up at a reasonable time for your duty. This is ideally between 9h30 and 10h00 at
the latest.
On arriving at
the club the next things to be dealt with are on the new checklist. Please take note of it, and more importantly
stick to it. This can be found on the
timesheet clipboard, and in the startwagon.
The items are:
At
the start of the day:
-Get a
timesheet and flying list going.
These forms are in the cupboard
underneath the telephone in the clubhouse.
Please do not forget that the
timesheets we use are OLD. Add a column
for the tug registration.
-The dreaded
GROUNDED LIST
There
should be a grounded list in the fax machine, or on the clipboard. Pay attention to it, and do not let any
pilot fly whose name appears on this list, unless this pilot parts with a fair
amount of cash towards their account FIRST.
-The answering
machine
Leave a message on the machine
containing the following:
Day
and date; flying conditions and weather (e.g. no flying/raining heavily/good
steady wind blowing/no wind etc.); any items worth mentioning.
Then check the machine for messages
-Get the
startwagon out with the R.V.
There
is a fuel can in the winch hangar-fill the R.V. up with it if necessary (it now has a fuel gauge – Ed) and make
sure the fuel can is filled as well with 97 octane-NOT AVGAS!
-Check that
the fire extinguishers on the startwagon and R.V. current and present.
-Check the
forms in the startwagon there should be no less than:
One copy of Cloudbase
10 ‘Flying Charges’ lists
20 Temporary membership forms
20 Membership forms
20 Annual checklist forms
10 Student Logbooks
Please get more of these from the
clubhouse if there are not enough, or inform myself.
-Tow the
Motorfalke to the launchpoint if there is a M/F rated instructor available
-Inspect the
tow ropes for the day and put them on the runway.
-Have a pre
flight meeting with the instructors and tug pilot(s)
-Get the START
tachometer time from all planes i.e. both tugs and the Motorfalke.
Get the
operation running smoothly and efficiently thereby maximizing the in during the
day, anticipating who flies what and who is up next.
At
the end of the day:
-Put the
startwagon and R.V. back in the winch hangar. (Not forgetting the tow ropes)
-Put the
startwagon on charge!
Use
the electrical extension lead on the front, and plug it into the wall socket in
the winch hangar. There are two
switches underneath the radios-make sure they are on. Switch the radios OFF.
-Lock the
large door of the winch hangar from the inside, and lock the smaller door on
the opposite side.
-Make sure all
the gliders have their wing covers on, and that all batteries are accounted
for, and on charge.
-Switch the lights
OFF in the hangar.
-Make sure
that the fuel shed is locked as well.
-Finally the
timesheet(s):
Add all the times of the tug(s) and
gliders. Note that syndicate gliders
are added in a separate column. It is important to note takeoff and landing times
for them as well.
Do not forget to add in the end
Tacho times of the all the aircraft.
Fill in the back of the timesheet if
you received any payment.
Finally-give the completed timesheet
to the barman, or put it into the drop-safe behind the bar.
I hope that
some of what has been said is new, and that something has been learned by
all. The most important fact of all is
that if we all stick to the above, we will have a smooth running operation.
Many
thanks once again to all the duty pilots who always know when they are on, and
never attempt to slither out of their duties.
Your cooperation is much appreciated, and contributes largely to make my
tasks easier.
MAINLY
FOR TUGGIES – Rien de Muijnk (Chief Tug Pilot)
·
Nanya and Peter will be in charge of fuel sales. Life should
now be much easier for us with the new fuel installation, but please ensure
that you sign and print your name clearly on the invoice and that it reflects
the correct amount of fuel uplifted. For the time being we will still supply
our own oil.
·
Please park the tug well behind
the parking pad at the launch point or better still at the threshold but off
the tar so that aircraft can taxi past onto the runway.