Operational Manual

8. AEROTOW LAUNCHING PROCEDURE

1. Direction of takeoffs: HRS tow pilots shall not use Runway 7 for launch operations for commercial glider rides or non-glider-rated pilot instructional flights.

2. Staging for the launch:

• ​While the PIC is ultimately responsible for the safety of the aircraft on the ground and in flight, the Field Manager is responsible for running a smooth operation and will determine launch sequencing (and will appreciate cooperation from all parties!).
• ​The runway hazard area is that area within 50’ of the runway.
  • The hazard area is marked with safety cones and/or a white stripe on the ground.
  • All people, aircraft, and vehicles shall remain clear of the hazard area unless launching, landing, or retrieving.
• No glider shall be moved through the runway hazard area for glider launch until:
  • The PIC has completed the pre-flight, positive control check, etc;
  • The PIC has all ancillary items on board (weak link, radio, water, map, hat, etc.);
  • Any passengers are in the glider and belted in, where practicable;
  • The PIC has assessed weather, runway conditions, traffic, IMSAFE, PAVE;
  • The PIC has received permission from the Field Manager or designee to stage for launch; and
  • The Tow Pilot, PIC, or FM has made a CTAF radio announcement that the glider is taking the runway.
• Glider PIC’s are required to have a radio and to use it as necessary to communicate with other pilots, the tow pilot, and Field Manager (‘glider ground’).
• ​Prior to launch, the glider PIC and tow pilot shall communicate and agree on tow instructions:
  • Speed, altitude, and direction; and
  • Special instructions (boxing the wake, soft release, low tow, simulated rope break, etc.)
• ​It is strongly recommended that the glider be positioned for takeoff within 600’ of the end of the runway (i.e., 3 runway stripes). Exceptions may be made (e.g., pattern tows).

3. On the runway:

• ​Once the glider is stationed on the runway, all personnel not needed to launch the glider should immediately clear the runway and runway hazard area.
• ​There should be no more than two QFOPs involved with the glider launch. One more is allowed for purposes of training or checking out QFOPs.
• ​The glider’s south wing will be placed on the runway and the wing runner will be positioned on the south side of the runway unless there are gusty winds with a strong northerly component that could create a safety issue.
• ​QFOP will use standard ground signals to communicate with the tow pilot.
• QFOP will retrieve the tow rope from the tow plane and unspool it; as the towplane taxis forward:
  • The rope will be walked back toward the glider’s nose, where the tow ring will be dropped;
  • QFOP will walk toward the south edge of the runway (staying in front of the glider’s wing) while unspooling the rope and dropping it on the runway;
  • The towplane will stop taxiing when the tow rope is almost fully unspooled; and
  • QFOP will continue unspooling tow rope until rope is fully unspooled.
• QFOP will return to the cockpit area and present the tow rope to the glider PIC for inspection.
• ​Note that HRS tow ropes are terminated with a combination of both Schweizer and TOST rings. Therefore, the glider PIC will tell the QFOP which ring to attach to the tow hook: “big ring” for Schweizer or “little ring” for TOST hookups.
• ​It is the glider PIC’s responsibility to provide QFOP with a weak link when flying a glider with a takeoff weight under 670 pounds. NOTE that all weak links used for HRS operations must be reinforced with a vinyl tube in order to prevent the weak link from wrapping around the tail wheel of the tow plane (see 10.1: Tow ropes and weak links.).
• ​After hookup, the glider PIC will confirm to QFOP that the canopy is closed and locked, whereupon QFOP will clear the wing of the glider (and move clear of the runway and runway hazard area unless running the wing).
• ​After clearing the glider wing, the wing runner may signal the tow pilot to taxi forward to take up any remaining tow rope slack even though wing has not been raised.
• ​The wing runner will raise the glider’s wing after:
  • seeing the PIC’s thumbs up signal; and
  • making one last 360 degree scan to confirm no traffic or other safety issues.
• If there is a strong crosswind component, the PIC should remember to use offsetting aileron to keep the wings level and assist the wing runner.
• ​After any remaining slack in the rope is taken up, the wing runner will signal tow pilot with a wind milling arm motion upon seeing the waggle of the glider rudder.
• ​The wing runner will release the glider wing after a few steps and then continue running south to clear the runway and the runway hazard area.

4. Takeoff:

• ​On the takeoff signal from the glider pilot (rudder waggle) and QFOP (wind milling arm), the tow pilot will make the radio call for takeoff and begin the takeoff roll.
• ​The formation will assume that radio communications will be ineffective on takeoff while the tow plane is at high power. All communication will occur via tow plane and glider aircraft signals, and standard (or briefed) routing will be the primary objective of the tow plane until sufficient altitude (1000 ft AGL) is achieved to troubleshoot abnormalities.
• ​The tow pilot will expeditiously advance power to full, maintain runway centerline with proper crosswind inputs, and stick aft.
• ​The glider pilot will maintain centerline with proper crosswind inputs and attitude.
• ​For a scenario where the glider lifts off first, the glider will maintain centerline with proper crosswind inputs, and attempt to maintain no more than 5 feet off the runway, until the tow plane lifts off.
• ​The tow plane will attempt to achieve briefed airspeed prior to leaving ground effect.
• ​The tow plane will maintain runway centerline until passing 50 feet to ensure the glider has the best opportunity to land at the far end of the runway upwind should the rope break.
• ​The turn to the cross wind will be based on headwinds ensuring that the track of the formation across the ground provides at least one avenue for landing out for the glider until reaching 200 feet when a 180 degree turn to the downwind landing is achievable.
• ​Once past 200 feet, the tow plane should adhere to normal traffic pattern navigation and will reduce engine power by 50-100 RPMs for noise abatement.

5. Routing and Release:

• ​In all cases, the tow pilot should maneuver the formation so that upon release the tow plane can make a descending left turn, and the glider can make a right turn.
• ​Soft release will be pre-briefed to the tow pilot which is the standard for the Schweizer hook equipped aircraft.
• ​All routings are traffic and wind dependent. It is the responsibility of the glider PIC to ensure a non-standard pattern is briefed if winds dictate.
• ​While in tow formation, it is the responsibility of the tow pilot to monitor traffic and, if required, deviate from prescribed patterns to avoid closing on traffic. In these scenarios, the tow pilot will prefer climbing overhead the field until the traffic conflict is resolved.
• Pattern Routing:
  • The standard pattern tow will consist of a sweeping 270 degree right turn after take-off to arrive over mid-field on a southerly heading at or above 2000’.
  • If the glider does not release, the tow will turn east and then south, and establish communications to determine intentions of the glider PIC.
• ​3000’ Training Tow:
  • The 3000’ training tow will use the paperclip pattern to climb primarily overhead the field.
  • The 3000’ tow can end up over the town of Odell or over the town of Hood River, based on flow into the airport.
• Ridge Routing:
  • The glider should release at briefed release altitude or as desired, along the ridge.
  • The tow pilot will maintain a race track pattern along the ridge and continue climbing until glider release.
• ​Scenic/White Salmon/South Valley Routing:
  • The tow pilot will fly a “paper clip” pattern overhead the field ensuring safe gliding altitude prior to turning to the north or south as briefed.