Airspace & Transponders
Tug Mover Procedures
Variable Pitch Propeller
"Red Line" Reminder for XI and CB (Also YM when fitted with a 4 blade prop)
Both these aircraft are fitted with fine pitch 4 bladed propellers. This will permit high rpm's at full throttle and an efficient climb profile. The downside is operating very close to the red line limit of 2700rpm, which will be reached with full power at just over 80kts and very quickly after release if the correct technique for power reduction is not strictly applied.
Correct technique at release requires a level acceleration with a slow reduction of throttle. This requires a gentle and progressive forward pressure on the stick to achieve level flight whilst very slowly retarding the throttle. If done correctly, it will have the effect of apparently "freezing" the rpm in the 2500 to 2600 band. Once 100 knots is reached, the continuing slow throttle retardation will allow the aircraft to start descending until the target 2100 value is reached. The aircraft should be trimmed at 100kts and throttle fine tuned to 2100 rpm. The throttle reduction should be very slow and continuous throughout the power reduction phase. Think of it as trying to move the throttle from full to 2100 without anyone noticing and you will be very close to the movement required. The whole process should take 30 seconds and remember; it is the first 10 seconds that are critical.
Start Techniques in warm weather
The starting procedures outlined in the tug pilot manual are not appropriate in hot weather. A long period of cranking and too much priming before engine start are causing excessive stresses and premature failure of starter motor and exhaust systems. Backfiring and high RPMs immediately after start are indicators of incorrect technique. Here is some additional guidance to achieve successful starts.
When in warm or hot conditions please modify starting as follows:-
First start priming - 3 full pumps only.
Throttle setting - Take care to set throttle, so that when engine fires rpm reaches only 1100 or less.
Hot or subsequent starts - Mixture lean until engine fires then to rich. Start on both Mags in these circumstances.
Pilot Recency requirements
All tug pilots are required to complete 20 hours tugging in each calendar year in order to maintain their tug pilot rating. In addition each tug pilot must also remain current on each type. This can be done by ensuring you fly each type within 3 months of the previous flight on type. Our current "Types" are Robin(Fixed Pitch prop), Robin(VP prop) and Super Cub
If you find you are out of recency on UA or CA, contact me, Andy or Pete to arrange a refresher session.
Disc brakes on UA
The brakes on UA now work as advertised (in the Flight Manual dated 1964 at least). Since Super Cub brakes are notoriously poor you need to be aware and operate UA, and it's brakes, cautiously. A relatively light brake pressure is capable of locking the wheel and there is an enhanced "tip over" risk.
As a reminder; Generally keep your feet clear of the brake pedals. When braking is required ensure the throttle is at idle first then apply brakes gently. Likewise when parking up, throttle to idle, gentle brake application and when completely stationary apply parking brake. The stick should be held fully back during braking. When taxiing with a tailwind and stick forward be extra careful.
The tail wheel steering works well and will provide comfortable wide turns without need of brakes. Therefore try and arrange your manoeuvring so that differential braking is not needed. Applying power AND differential braking should be done with great caution.
Soggy field
When deciding on the launch point for the day, please bear in mind the effect of soggy ground on take-off performance and potential damage to the field surface. Our normal SW run is cause for most concern. So consider aero-towing from hangar ridge at the base of the hill as an alternative. If you have to use the normal area try and vary the take-off runs as far as possible. If in doubt consult Andy Roch.
Tow Ropes
1. As part of the DI, each tug should have a serviceable spare rope in the back as well as a serviceable one fitted.
2. Serviceable ropes will be looped and stored on the line on the right hand side of the hangar.
3. Special ropes; Dual, Short field and extra long ropes will be stored on the left side of the hangar and will not be used for normal towing.
4. Unserviceable ropes, and that includes ropes with knots in them, should be placed in the box at the centre rear of the hangar.
5. There is a rope status board at the back of the hangar. Details are self-explanatory.
6. Mity weak links will provide protection at the glider end, at the tug end we will have Tost weak links. There will be one normal white weak link fitted to one side the aluminium holder and a second slotted weak link on the other side. For serviceability purposes all 4 weak links should be checked to be present and sound, if not, reject the tow rope and put on the workbench or box beside it, at the back of the hangar for repair.
The first picture shows the glider end, there may be more than one protector, but it should have a minimum of one. The second picture shows the 2 Tost links, the one with the bigger hole (and slightly thicker) will take the strain. The third picture shows the tug end, note the tag which identifies the rope and shows its' length in metres.
Contacting LATCC before flying
A reminder to all tug pilots. We are required to contact LATCC before commencing operations of any kind every day. Please be aware and if necessary ask the Office to make the call for you. Making a radio call on the first launch is NOT acceptable.
Aircraft Icing
Click here for this information >>>>
Tug Pilot Roster
The roster is accessed by clicking the "Roster" tab under "Pilot Information" on the left. Updates will be made regularly and give at least 3 weeks notice of a duty.
The week-end "Duty" requires you to attend the Club by 0830, prepare a tug for the first launches and fly the tug until lunch-time or until you can hand over to another tug pilot. Weekday duties vary and are explained under the roster.
If you are unable to make a rostered duty (or want to volunteer for a specific day) please let me know ASAP.You can do this by email, by clicking the "Feedback" link to the left.
Remember, whether rostered or not we would like you all to tow as much and as often as you can.
Minimum Visibility for towing
The letter of agreement with Luton permits us to operate in visibilities down to 3km. This is equivalent to the Clubhouse to Totternhoe Knolls or the Clubhouse to Edlesborough Church. Incidentally Ivinghoe Beacon is 5km from the Clubhouse.
Oil Levels for the Lycoming engine
Engine oil levels for all engines should be checked daily and kept between 6.5 and 7.5 quarts. Filling jugs and paper towels are all to hand. Aim to add enough to give 7 quarts.
Tug Pilot Manual Online
The latest version of the Tug Pilot Manual can now be found online. Just click "Tug Pilot Manual" under Technical" in the left menu. The document is hyperlinked, which means you can jump around the document by clicking the links. You will need to wait for the whole document to load before the hyperlinks become effective.