requirements and recommendations for the operation at the ... and... · requisitos y...

Requirements and Recommendations for

the operation at the aerodrome of Chos Malal

Requisitos y Recomendaciones para la Operación en CHM

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Preparado: Revisado: Inst. Aprobado:

Contents

Registro de Modificaciones ..................................................................................... 4

1. Introduction ................................................................................................... 5

2. Responsibilities .................................................................................................. 6

1. by CNVVM ................................................................................................. 6

2. by participating pilots ................................................................................. 6

3. Minimum Requirements ..................................................................................... 7

3.1 . General Requirements............................................................................. 7

3.2 . Requirements for different types of operations ............................................. 7

3.3.Operation A ............................................................................................... 8

3.4.Operation B ............................................................................................... 8

3.5.Operation C .............................................................................................. 9

2. Operation at the Aerodrome of Chos Malal ................................................. 10

1. The aerodrome ........................................................................................ 10

2. Operation on the ramp ............................................................................. 12

3. Operation on taxiway and runway ........................................................... 13

4. Take-Offs and Towing ............................................................................. 16

5. Landings .................................................................................................. 23

5. Annex ALTIMETER ..................................................................................... 28

6. Annex BIBLIOGRAFÍA ................................................................................ 29


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Registro de Modificaciones

Rev. Fecha Paginas modificadas Descripción de las Modificaciones

00


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1. Introduction CNVVM has established Minimum Requirements and Recommendations for the safe operation of gliders at the airport of Chos Malal.

These Requirements and Recommendations are based on the continuous operation at Chos Malal since 1998. We have considered the best practices used by other operators of mountain airports around the world, and adapted them to Chos Malal’s weather conditions and operation experience, always keeping in mind to provide maximum safety during operation.

These practices are under constant revision and modification due to new experience and suggestions of all pilots operating in Chos Malal in order to improve safety.

We ask all pilots to discuss openly practices and/or actions they consider unsafe, and to report possible risks, according to best practices of Resource Management (CRM) and Threat and Error Management (TEM).

Author of this manual „Requirements and Recommendations“ is the Chief Instructor of CNVVM, Cpt. Miguel Laso.

It has been translated into an English Version by Cpt. Wolfgang Goering.

The Spanish Version „ Requisitos y Recomendaciones“ shall always be the master in case of differences.


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2. Responsibilities

1. by CNVVM - to verify that all participating pilots fulfill the minimum requirements stated in this

manual.

- to provide all available information to achieve a safe operation.

- to halt operation if weather conditions become critical or the equipment used is not according to standards.

2. by participating pilots - to comply with procedures and restrictions established in this manual.

- to respect the advice and orders issued by the authorities of the Aerodrome de Chos Malal and CNVVM.

- to decide not to fly, if they feel that they might not be able to cope with the conditions, due to their fitness and/or experience.


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3. Minimum Requirements

3.1 . General Requirements

✓ Minimum requirements to fly solo in Chos Malal: 100 Flight Hours

✓ Documentation: License, Medical, Log Book, (if coming with own airplane : Proof of valid technical inspection (CofA Certificate of Airworthiness) (Arg.: formulario 337 y seguro).

✓ Provide information about recent experience to CNVVM.

✓ Recommendation of the respective Gliding Club or Organization.

✓ To have read and know this document.

3.2 . Requirements for different types of operations CNVVM has established 3 different types of operations due to weather operations and individual experience of pilots

A. Operation A: Local flights in thermals and wind speeds below 15 knots at take off. Pilots must remain in the vicinity (safety cone) of the aerodrome.

B. Operation B: Local flights in waves of the Cordillera del Viento („la pecera“ and closer to the aerodrome. Wind speed limit at take off is determined by the tow pilot (generally the wind limitation of the tow plane). Pilots must remain in the vicinity of the aerodrome (safety cone).

C. Operation C: Flights may leave the vicinity (safety cone) of the aerodrome. Wind limitation as in Operation B.

CNVVM determines the type of operation in general and for each pilot according to weather conditions and individual experience of the respective pilots.


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3.3. Operation A Before a pilot is qualified for Operation A he shall:

✓ Receive a briefing by a qualified instructor.

✓ fly in a double seater with a qualified person before flying solo.

✓ Prove that he knows the procedures applicable for the safe operation on the aerodrome :

o movement of planes, cars, use of radio before entering runway for transport (or back track).

o emergency procedures during take off in case of malfunctions ( e.g. engine failure of tow plane, tow rope rupture etc.)

o how to approach the aerodrome in strong wind conditions, with proper altitude, airspeed and wind correction angles.

✓ Have a GPS ready in the glider with a moving map. ( e.g.SeeYou, XC Soar or other software)

During flight he should

✓ fly with a GPS-logger and present the file to CNVVM (possibly OLC) at the end of the flight.

✓ report his position (position, altitude, intentions) by radio at regular intervals or when requested.

3.4.Operation B ✓ Comply with requirements of Operation A

✓ Have oxygen system(s) ready.

✓ Demonstrate that he knows how to use the oxygen equipment.


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✓ Restrictions of maximum altitude according to experience, type of oxygen equipment (if no back up), Oximeter. If no functioning oxygen back-up system is available, CNVVM recommends a maximum altitude of 5000m in order to be able to make an emergency descent to 3000m in case of oxygen system failure.

✓ Demonstrate that he knows the emergency fields in the area.

✓ It is recommended to use a satellite tracking system/personal locator beacon ( PLB, e.g. Spot ).

✓ The use of FLARM is highly recommended !

During flight

Report position regularly (altitude and location).

Report available oxygen quantity.

Report intentions.

In addition to Operation A:

Prove that he knows the recommendations concerning climb and descent in waves, use of GPS and maps and tables with safety cones.

Fly with a GPS logger and provide the file for CNVVM (and OLC) after the flight.

3.5.Operation C Comply with the requirements of Operation B.

Demonstrate experience in Operation B and experience of cross country flights within mountainous terrain.


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Prove that he knows the emergency landing sites within the area of the planned flight .

Use a satellite tracker (PLB/Personal Locator Beacon, Spot etc.).

All pilots shall observe the following general rules during all operations:

✓ Fly only if you are fit to fly: physically, mentally and emotionally. Keep in mind that flying in mountainous terrain means flying at higher altitudes, with less oxygen, rapid air pressure changes and possibly cooler temperatures, which alone or even combined may cause serious problems.

✓ Know your personal limits ! ✓ You don’t have to prove anything to anyone ! ✓ Be responsible and ask yourself, if you are fit to fly in the prevailing

conditions. ✓ If you feel uncertain about judgment of weather conditions and your abilities,

speak openly about this with your fellow pilots and instructors.

2. Operation at the Aerodrome of Chos Malal

1. The aerodrome The aerodrome of Chos Malal is situated in the north of the province of Neuquen, about 405 km north of the city of Neuquen. It is an uncontrolled public aerodrome and belongs to the province of Neuquen. It is under the administration of the „Direccion de Aeronautica de Neuquen“.

ICAO 4-letter code: SAHC

IATA 3-letter code: HOS

Chef of Aerodrome: Sr. Custodio Gutiérrez.

Telefon (0299) 154040216 VHF 123,40

Coordinates


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37° 26´40´´ S

70° 13´23´´ W

Elevation 850 m

Runway 12/30 1500m x 30m Asphalt / Tarmac. The runway has a higher elevation in relation to the road and river to the north and east.

The aerodrome is mainly used for sanitary and executive flights, and for flights in order to exchange working crews of the petrol companies in the area. Presently there are no regularly scheduled flights. Flights are limited to light jets and turboprops.

During times of operation CNVVM normally provides:


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✓ Fuel 100LL, only for tow planes and motor gliders.

✓ Refilling of oxygen bottles with standard and MH/EDS-connectors.

✓ Meteorological information and wave forecast.

✓ WiFi / Internet connection.

2. Operation on the ramp The concrete ramp in front of the tower has to be kept clear as much as possible in order to permit the operation and parking of the above mentioned powered airplanes.

If needed, parts of the concrete apron may be used, but only with coordination and permission of the „Jefe de Aerodrome“.

Threats, Risks and Danger

One of the most imminent threats in Chos Malal are strong winds, mostly out of the west, during wave conditions.

Strong thermals (rotors) passing over the platform also also pose a threat. Special attention is needed when handling gliders on the ground.

Jet blast caused by small jets and helicopters pose a threat.

Small poles and other material used to tie down and secure gliders around the edges of the platform may cause damage to planes and persons when moving gliders or equipment.

Loose material and equipment may be blown around by strong winds, thermals and dust devils, or jet blast, causing damage. Also during calm wind conditions strong thermals may be produced. The first very strong gusts come unexpectedly.

Threats and Risks regarding the platform


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Secure planes and equipment carefully. Don’t leave the wings freedom to move. Fix wings with ropes, weight them down and/or use wing stands or other supports below.

To fix the main wheel, use chocks or make a small hole in the ground.

In order to avoid movements of flight controls in the wind, fix ailerons, rudders and elevators, if needed.

Don’t leave equipment or other delicate objects lying around, especially during strong wind and thermal conditions.

Place equipment carefully and with attention in congested areas.

When positioning a glider, one person should be in charge of the movement and give directions, while the others help and give warnings if there is danger of collision. Avoid chaos !

If small poles or other fixations are being used in areas where people move around, mark them clearly, so that everybody can see them and will not stumble.

ATTENTION

Never leave an unsecured glider unattended !

3. Operation on taxiway and runway Chos Malal is a public aerodrome with sanitary flights, executive flights and unscheduled flights (oil drilling and mining crews).

Keep in mind that we do not operate like on a club airfield !


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Anticipate the operation of those airplanes. Use caution. We must avoid a runway incursion while an airplane intends to land.

Transit movement of gliders from the apron to the take off position in strong winds also needs special attention. A runway incursion of a towing car with a glider will cause a go-around by the landing aircraft, or even a collision !

Transit movement and towing of gliders in strong wind conditions also may cause damage to planes and equipment.

Procedures while towing gliders on the runway

In order to avoid dangerous runway incursions while towing, announce your intentions on VHF 123.40 before entering the runway.

If more than one glider needs to be moved on the runway, gliders should be towed together, whenever possible. Pilots should coordinate the towing at the same time, however with a reasonable safety distance between them. This helps to minimize runway occupancy time. Whenever one or more gliders are being towed on the runway, at least one person should carry a radio (123.40).

If a towing system with tow bar, tail dolly and wing wheel is used, it must be reliable. Consider using a wing wheel on each wing. It is recommended to have a wing walker, especially in strong cross wind conditions.

We do not recommend using a towing rope, because the wind may turn the plane against the tow car. If you use this system, make sure the rope is longer than half the wing span, and use a counterweight at the tail as an anchor, in order to keep the plane straight, and to keep tension on the towing rope.

Vehicles without gliders should keep clear of the runway and drive on the side.


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Warning

You must use a portable VHF radio when moving gliders.

Make a radio call before entering the active runway on VHF 123.40

4. Take-Offs and Towing

Wind Limits for Towing for CNVVM

Max Headwind Component………40 kts

Max Crosswind component…………25 kts

Attention must be paid to the following aspects of take-offs and towing In Chos Malal:


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✓ The elevation is much higher than sea level with a higher pressure altitude.

✓ Strong winds and also strong crosswinds..

✓ When operating on the standard runway 30, there is a possibility of strong downdrafts on final and the first part of the runway due to the topography.

✓ Mountainous terrain.

✓ Inhospitable terrain with special emergency landing fields .

✓ Take-offs, tows and landings may take place in areas with rotors.

✓ Operation also may take place in cloudy weather with different types of clouds.

Threats and Risks

✓ The take-off run is much longer than at sea level. At Chos Malal with an elevation of about 850m the take-off run is about 28% longer than at sea level. Therefore runway length might not be sufficient, with a risk for material and injuries of pilots.

✓ In crosswind conditions it might be difficult to maintain centerline during take-off run: Risk of loosing control, resulting in damage and/or injuries.

✓ During take-off on runway 30 with crosswinds from the left, there is a chance of strong downdrafts due to the topography, resulting in less obstacle clearance during the first parts of the aero tow, with a risk of damage to material and persons.

✓ Impossibility to find an adequate out landing field in case of emergency: An emergency landing outside the airport might cause damage to material and persons.


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✓ Flying in an airmass with a lot of humidity and clouds, pilots might suddenly be unable to stay in VMC, with a risk of loosing control of the glider in IMC.

Measures and actions against operational threats during take-off and climb

The first step to a safe operation at the aerodrome of Chos Malal is to understand the impact of the different threats and to know by heart all measures how to control them.

It is most important to know by heart the emergency drills and procedures for take-off. Make a mental briefing for yourself (30-seconds-review) before each take-off about your actions in case of towing-rope rupture, engine failure of the tow plane, or engine failure in case you fly a motor glider.

Every pilot shall take a few seconds before giving the O.K. for take-off, and prepare himself mentally for possible emergencies during take-off, and how to proceed in case of those emergencies, taking in account the weather conditions of the day (e.g. cross wind). Never let yourself rush into a take-off before being mentally and physically prepared.

In general a pilot has the following options on how to proceed in case of emergency, depending on the altitude gained and on the wind conditions:

Recto al frente: landing straight ahead, possibly with an S-turn


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Potrero vecino: landing on the pasture/emergency field

Viraje 180°: 180°-turn

Circuito corto: short circuit,

Normal pattern

Above actions depend largely on the wind conditions.

The critical altitude of about 100m is indicated in red on the graphics. To take an optimum decision about how to proceed depends on the position of the airplane and -of course- the wind conditions.

Consider the following:

Straight ahead, maybe with S-Turn

When operating in strong wind conditions on runway 30, most probably you will have a cross wind component from the left, like indicated on the graphics.

Initially, during the very first part of the tow, the best action in case of emergency is to proceed and land straight ahead, using full air brakes.

In case of a rejected take-off the pilot of the tow plane shall keep to the right. In case that both planes are already airborne, the tow plane shall land on the right side of the runway. In strong wind conditions, landing straight ahead leaves sufficient runway length, but it may also be an option to make a small S-Turn like indicated, and land on the remaining part of the runway.

NOTE

In case of an aborted take off the tow plane lands on the right,

and the glider lands on the left side of the runway.


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Landing on the Pasture next to Ruta 40

This is a good alternative if it is no more possible to land on the runway ahead (with possibly an S-Turn) because the remaining landing distance is too short, or if the airplane has passed the tower and is entering the river valley.

In order to be familiar with this emergency out-landing field, pilots shall have made a tour of the area. The field is short, with a fence in the middle and most probably there are cattle on the pasture.


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180°-Turn after take off

This alternative is generally not recommended, especially not if the wind is strong.

Short Circuit

The short circuit may be done if the pilot believes that he has enough altitude in order to make the required two 180°-turns, with enough safety margin.


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WARNING !

Turning away with a strong cross wind towards the river for a short circuit might cause the plane to drift too far away. You will loose sight of the airport and you might find yourself in a position too far away to land on the runway.

Therefore both turns should be made into the (cross-) wind. You stay closer to the runway, you can keep the runway in sight, and bank angles are shallow.

REMEMBER

Before take-off review the alternatives in case of emergency, and how you want to proceed in the present weather condition.


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5. Landings Landing after wave flights are generally associated with strong wind. At the beginning of the flight the surface wind may be calm, but it definitely will increase and it will be strong at the time of your landing.

This operation is different to what most pilots are familiar with.

The best days to fly in the waves are days when you would not even consider to open the hangar doors in flat lands.

There are certain considerations and special procedures to follow when landing in strong wind conditions at Chos Malal, due to the interaction of the wind and the local topography.

A normal (left) traffic pattern for runway 30 normally is not recommended for two safety reasons:

- the initial approach and downwind is over higher terrain and sometimes in rotors and strong descending airmass

- due to the prevailing left crosswind ( from about 270°) you cannot keep the runway in sight due to the wind correction angle. Base turn and base would be flown with tailwind, and the final turn would also be with tail wind.

Executing a right downwind in these conditions, has many advantages. You can keep the runway in sight at all times due to the wind correction angles (WCA), allowing better judgement as to the distance to the runway and when to turn base. The Final Turn is executed against the wind, and the turn is less steep.

Due to these reasons it has been decided to use a traffic pattern to the right for runway 30, with the initial approach and downwind over or close to the river.

Although the approach is from the right, there are still other risks.

Associated Threats and Risks


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Strong wind of 20 knots or more makes it difficult to calculate the approach, with a possibility of misjudgment and not being able to reach the runway. Due to the surrounding rough terrain this will result in damage to the glider and possible injuries to the pilot(s).

The interaction of the wind with the relief produces wind shears which causes turbulence and speed changes. This might result in speed loss, loosing lift and - in worst cases - hitting the ground.

The runway at Chos Malal is situated on a plateau. During the approach (downwind runway 30) it is difficult to estimate your altitude. Pilots tend to have the impression that they are higher than they really are while overflying the lower river bed. In reference to the runway they might be quite low.

Threats and Risks during Approach and Landing

If the wind is calm the altitudes and speeds for approach and landing are not much different from those normally used in flat lands.

With strong wind the complexity of the operation requires good planning and more anticipation. Energy reserves in form of speed and altitude are the key to keep the glider safe under these conditions.

The following recommendations are referring to runway 30, which is normally used on days with wave conditions.

✓ Planning: when returning for landing make sure to have enough altitude in reserve. You will loose altitude while obtaining information about traffic and weather conditions, and planning your approach.

✓ Traffic pattern should be to the right (runway 30) and shall include initial approach (downwind), base and final.

✓ At the beginning of the downwind (inicial) the altitude (height) above threshold should never be below 300m (abeam the tower). Remember that we are using QNH as altimeter setting. That means that the indicated


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altitude on the altimeter should never be below 1.150 meters (Elevation 850m).

✓ Adjust the approach speed according to the wind speed and the gusts. Calculate theoretically the optimum speed for approach:

VOA= 1,3 Vs + ½ Vw + gusts

VOA: Approach Speed

Vs: Stall Speed

Vw= Wind Speed

For example: the stall speed of the glider is 70 km/h, and the wind speed is 20 knots with gusts up to 35 knots (In Chos Malal wind speed is always given in knots).

The difference between the steady wind and the gusts is 15 knots (35-20).

In km/h that means: steady wind is 36 km/h, gusts 27 km/h.

With our formula: stall speed plus 30%, plus 1/2 the wind, plus all the gusts, it all adds up to:

VOA= 91 + 18 + 27 = 136 km/h

In a day with waves the approach speed may well be 140 km/h, or even more. This is a very high speed compared to the approach speed in normal wind conditions. The pilot must understand that he may be facing a situation that he is not accustomed to: high airspeed, high noise due to this high speed, and low attitude/pitch that he rarely has experienced during approach. Plus a higher than normal sink rate.


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Even if the indicated airspeed may be very high, the ground speed is low after turning into the wind on base and final, and the glide ratio is steep and low.

Monitor the airspeed during approach in high wind speeds. Like in the example above, if reducing the approach speed to the „normal“ speed of about 100 km/h, and if a strong gust cuts it further, you suddenly might find the airplane at a very low speed in a high rate of descent close to the ground.

In airplanes with flaps always observe the Maximum Speed with Flaps Extended (Vfe). Consider using Flaps Zero for landing, if the manual allows it. During roll-out, reducing the flaps to negative helps to increase aileron efficiency.

The high energy due to high speed and altitude dissipates easily and the landing distance is rather short.

NOTE

Energy management during the approach must be accurate.

Find and maintain an approach speed adequate for the existing wind conditions.

Arrange your flight and remaining altitude so as to avoid low rotors on final on runway 30.

✓ When landing on runway 30 in strong wind do not extend your downwind. Your final turn should not be east of Ruta 40. Remember that the threshold of runway 30 is much higher than the road and the river. If you approach low over this road you might encounter a strong downdraft.


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Aim your touch down not at the threshold, but rather after the first third of the runway. An Altitude of 200m over the threshold generally allows a touch down after 1/3 of the runway, and roll-out until stopping near the intersection with the taxiway. The long runway and the strong wind allow to dissipate easily the extra energy taken as a protection against possible gusts, wind shears and rotors during approach.

✓ With main wheel touched down on the runway apply full airbrakes and flaps negative (if available).

✓ Once you have stopped on the runway wait for help before opening the canopy ! Take also into account that the strong wind might move the glider backwards.


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5. Annex ALTIMETER

Probably you are used to put the sub scale of your altimeter to QFE before take-off, i.e. the altimeter reads zero on the runway.

This gives you the altitude in reference to your field during local flights. But this is not so useful while flying cross country and flying within high terrain. You will not know the vertical distance to the surrounding mountains. In setting the altimeter sub-scale to QNH (MSL) you can determine the vertical distance (height) over mountains

Therefore it is much more useful to use QNH-setting. The altimeter will show field elevation with the correct QNH. You can also get the actual QNH before landing. During longer wave flights with frontal passage the pressure may change several hPa.


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6. Annex BIBLIOGRAFÍA This document contains only recommendations for the operation at the aerodrome of Chos Malal. It does not include general recommendations for flights within

NIVEL DELMAR ELEVACION

ALTITUD

ALTURA


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mountainous terrain and/or waves, and covers only partially the risks associated with this type of flights.

To cover other aspects of flights in mountains we recommend the following materials:

✓ Publications on the web page of CNVVM (www.cnvvm.com.ar) , which also covers aspects of human resources and risks.

✓ Securité du Vol en Montagne. Published by the CENTRE NATIONAL DE VOL A VOILE SAINT-AUBAN. Translated into Spanish and published by CNVVM.

✓ Dancing with the wind. Jean-Marie Clément. Ed TopFly ISBN 978-88-903432-4-7

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