Contents

Para Contents
1.1  GENERAL POLICY
1.2  AUTHORIZATION TO FLY LASHAM TUGS
1.3  FLYING CONTINUITY
1.4  APPLYING TO BECOME A TUG PILOT
1.5  TRAINING PROCEDURE - OUTLINE
1.6  TUG INSURANCE
1.7  FIRST AND LAST FLIGHT TIMES
1.8  PASSENGERS IN TUGS
1.9  THE TUGMASTER
1.10 THE STAFF TUG PILOT
1.11 ALLOCATION OF TUGS TO PILOTS - ROTA SYSTEMS
1.12 ANNUAL CHECKS

1.1 GENERAL POLICY. The tugging operation exists to satisfy the demand for aerotows, particularly when conditions are soarable. The object is to minimise waiting time for glider pilots who are ready for an aerotow launch, and by so doing to maximise the aerotow launch rate within the bounds of safety. The operation is also a major contributor to the finances of the society.

1.1.1 Management. The management, control and discipline of tugging matters at Lasham is delegated from the Committee of Management of Lasham Gliding Society (LGS) to the Tugmaster through the Manager, Flying Committee and the CFI.

1.1.2 Tug Pilots. Aerotowing of gliders at Lasham is carried out by volunteer tug pilots who are full LGS members, by a Staff Tug Pilot (STP) (when one is appointed by LGS), and by members of the LGS staff who are tug-qualified. Towing by non LGS members is not allowed. The LGS member tug pilots carry out aerotowing at weekends, and during the week in the summer they supplement tows by the STP. Other LGS staff fill-in when necessary, but tug flying is not their primary duty. All tug pilots are expected to remain in current practice as glider pilots (para 1.3) and take a Check Flight each year (para 1.12). Tug pilots must be prepared to make a significant contribution to Lasham's launching needs; a minimum of 50 tows a year must be flown, and preferably 100.

1.1.3 Order of Use of Tugs. The order of use of each of the tugs on each day is entered by LGS staff on the tug notice board in the canteen. Pilots are required to use the aircraft in the order of priority shown, which is generally decided by the hours to the next aircraft check or inspection.

1.1.4 The Staff Tug Pilot (STP) - is appointed during the Summer months only and is on duty Monday to Friday inclusive, except bank holidays which are covered by member tug pilots in the same way as weekend days. The STP must have a good experience of gliding club operations. Preference will be given to pilots with a BGA Instructor Rating. Further detail is at para 1.11.

1.1.5 Training of new tug pilots - is carried out when the Tugmaster judges that more tug pilots are required to meet the demand for aerotows. Tug pilot training is at the new pilots expense. Potential tug pilots must meet the requirements in para 1.4 before applying, training being covered in more detail in Section 4.

1.1.6 Members wishing to fly tugs but not tow. Under the terms of our lease, the object of LGS light aircraft operations is the towing of gliders. Therefore, only authorised Lasham tug pilots or those accepted for training for tugging may fly LGS tugs.

1.1.7 First and last flight times. In order to keep good relations with our neighbours, for noise reasons no towing will take place before 8 AM local time except when approved by LGS management for a specific purpose such as performance testing in the still morning air. Lasham tugs are only insured for day flying, which ends 30 mins after local sunset. More detail is at para 1.7.

1.3 FLYING CONTINUITY - TUGGING AND GLIDING. If a pilot has not flown a tug for 3 months he is not regarded as in current tug flying continuity, and should seek authorization before flying from one of the LGS nominated check tug pilots (listed at para 1.12). Depending on the pilot's gliding and power experience, a tug check flight, a briefing, or a solo non-towing flight may be required before towing again. Tug pilots are also expected to remain current glider pilots, and must carry out at least 6 solo aerotows at Lasham spread throughout the year including at least one in a K13 and one in a glass glider such as a single-seater or the Grob.

1.4 APPLYING TO BECOME A TUG PILOT. There are usually people waiting to join the tug list and sometimes you may have to wait several seasons before being allowed to join it. This is because each Lasham tug pilot is required to carry out a minimum of 50 tows a year (and preferably 100). A proportion of tug pilots carry out many more than this. LGS has to keep the number of tug pilots in proportion to the number of tows likely to be done at Lasham each year so that pilots do not have to fight for tows in order to maintain safe flying continuity. If there were too many tug pilots, everyone's chance of tug flying would be reduced, and eventually tug pilots would stop turning up and would be more difficult to man the non-rostered tugs on good days when we are trying to fulfil our primary purpose, that is, launching lots of gliders into good soaring conditions. To be added to the list you must first have the qualifications listed below. If you qualify, put your request on paper with your Name, address, telephone number, Flying and Gliding Experience and post it via the pigeonholes in the Office to the Tugmaster.

1.4.1 Requirements for potential tug pilots. These also include the minimum requirements for flying experience agreed with our Insurers:
1.4.1.1 Gliding Experience. An active and useful Full Flying Member in regular gliding practice, either holding a Silver C or better or with the prospect of holding a Silver C within a year of becoming a tug pilot.

1.4.1.2 Power Flying Experience. Holder of a UK PPL or higher licence with an R/T endorsement and at least 10 hours unassisted P1 on Group A aeroplanes after gaining the PPL. This cannot be flown on Lasham tugs since it would be an undue drain of flying hours on aircraft operated primarily for tugging.

1.4.2 Pilots with Power Experience but who have not Tugged Before. Such pilots should be gliding members at Lasham for at least a year before being considered for tug pilot training.

1.4.3 Pilots who are already Experienced Tug Pilots. New members who are already experienced tug pilots at other clubs may apply once they have carried out a minimum of 3 months regular gliding from Lasham to become familiar with the site.

1.6 TUG INSURANCE. Lasham tugs are insured to be flown by LGS members who are on the list of authorised tug pilots described in Para 1.2. Tug use is restricted by the insurers to daytime flying only, and only covers local towing, retrieves, and local and cross country training flights. Our insurance also allows visitors to fly our tugs but only with the permission of the CFI, Tugmaster or Manager.

1.6.1 Tug Pilot Annual Payment. The annual tug pilot payment, normally paid each year at the same time as annual subscriptions, covers each tug pilot against having to pay the first part of any insurance claim, and also contributes to both the cost of the tugging operation and the cost of replacement tugs. The amount paid by tug pilots is set by the Committee of Management and approved together with Subscriptions at the EGM in November each year. New pilots pay pro rata from the month they are included on the authorised tug pilot list. Pilots returning to towing after a break will be expected to pay pro rata from the month that they are re-instated on the tug pilots' list.

1.6.2 LGS tugs at Other Sites. Insurance conditions vary from time to time, and may not, for instance, cover the use of our tugs at other sites even if flown exclusively by LGS pilots and towing only LGS gliders, unless special conditions are arranged with the insurers for a particular time and place. Therefore, for expeditions and loans to other Clubs, check with the Manager, CFI, DCFI or Tugmaster first.

1.6.2.1 Insurer's Office Hours. Bear in mind that insurance firms can often only arrange extra cover during midweek office hours, and such arrangements and may take some days to set up. Give plenty of notice if you think you may need such an arrangement.

1.7.1 During the week. In order to help our relations with the local community, successive flights for training should not start before 8 AM local time. If there is a legitimate requirement for the occasional earlier tow, such as a high tow in the early morning calm air for performance testing, then this is OK but choose the quietest tug for early flights and use a different flight path for each flight. Note that the Super Cub is the noisiest tug and the Regent the quietest. The Regent also has the benefit of a higher rate of climb and so has the smaller noise `footprint' over the ground.

1.7.2 Weekends and Public Holidays. At weekends and public holidays towing is not to start until 8 AM unless special reasons prevail and the activity is cleared by the Manager or CFI beforehand.

1.7.3 Last Flight Times. Lasham tugs are only insured for daylight flying, and must be on the ground by 30 mins after official sunset. In the event of an accident, we would not be insured, so if it's getting dark and someone tries to tempt you to do that extra tow, refuse. Bear in mind that the glider will be landing when its even darker, unless it does exercises such as spinning and aerobatics which reduce height quickly. We have had instances of heavy landings by pilots pushing their luck and flying too late. Also, if it's dark, you can't see to refuel, clean & oil the tug, and you could be locked out of the hangar. If in doubt, say NO!

1.8.1 Cross-Country Flying. Other than local tows, all flights with passengers must be authorized and entered in the Cross Country Book, and include the passengers names when booking out prior to the flight. It is also permissible to take another LGS member on cross country retrieves, in this case the member must either be a useful navigator or, if the tug pilot is familiar with the route, be there to gain cross country experience and be provided with a map for this purpose.

1.8.2 Non-Towing Flights. Passengers can also be flown in tugs on non towing flights provided they are full members or have filled in a Temporary Membership Form that has been handed into the Office.

1.9.1 Selecting and training suitable members to become tug pilots

1.9.2 Monitoring and recording the performance of established tug pilots

1.9.3 Studying the economics of tug operation so as to be in a position to point out to the Management Committee likely trends and the advantages of alternative aircraft types

1.9.4 Involvement in any Committee decision about the tug fleet.

1.9.5 Monitor the maintenance of the tug aircraft, and making recommendations accordingly.

1.9.6 From time to time disputes arise between tug and other pilots (both glider & tug pilots) and although these should be settled at first between the parties involved, the Tugmaster should know of any problems in case a trend is indicated. Disputes not resolved by the Tugmaster should be passed up the management chain; ie first to the CFI, then if not resolved to the Manager, Flying Committee and eventually to the Committee of Management.

1.9.7 Communicating with pilots about incidents of poor airmanship and should they be repeated to arrange for a briefing, debriefing, check flight, or even to remove that pilot from the authorised tug pilots list.

1.10.1 First thing each morning of duty, total the hours each tug has done, record them in the office and let the tug hangar know each day.

1.10.2 Check the DI Books each morning and ensure the Tug Hangar are progressing all the repairs required. Work out, in liaison with the Tug Hangar, the most sensible order of use of the tugs taking account of the repairs, hours to the next 50 hour check and any operational considerations. One of the Regents should be the number One tug wherever possible due to their better towing performance. Enter the Tug Priority list on the Tug notice board in the Canteen.

1.10.3 DI the first 2 tugs on the Priority list, more if there is time before flying starts. When the weather prevents flying, use the time to clean the tugs, progress repairs, fill the tugs with fuel and oil, ensure the fuel and oil areas are as they should be, make up spare ropes, and generally display initiative to improve things connected with the tug operation.

1.10.4 Each duty day, ensure there are 2 ropes in each tug and attend to any re-splicing necessary. Check in the office and in the hangar for ropes requiring attention. Liaise with the Manager to ensure there are always spare ropes available and rope and that rings are re-ordered when necessary.

1.10.5 At the end of flying on each Friday, put up a list showing the availability and order of use of the tugs for the weekend.

1.10.6 On evenings when Trial Flights are taking place, ensure there are sufficient tugs ready for start of flying (normally 6 PM).

1.10.7 Keep the Tugmaster informed of tug operational matters.

1.10.8 At least once per week, check the fuel level in the large tank under the fuel pump, check the stock of engine oil, and order replacements as required.

1.11.1 THE TUG PILOT ROTA. On the tug notice board a monthly rota sheet is put up allowing tug pilots to book time slots when they are prepared to man the first priority tug in the winter or the 1st and 2nd priority tugs in the busier summer months. Blank rota sheets are usually put up on the last weekend of each month; for example, the rota for June would be put on the board at the end of April. Pilots who put their names on this rota are making a commitment to turn up, and if for any reason you cannot come, please let Lasham know as soon as possible so that the slot may be filled by another pilot. Pilots repeatedly failing to turn up, will not be allowed rota slots for 2 months.
1.11.1.1 Allocation of Tug Aircraft. Pilots must fly the aircraft on the appropriate position on the priority list if it is serviceable at the time, they have no automatic right to fly other tugs unless they are not qualified on the first priority tug, in which case they must take the next tug on the priority list. In the event of unserviceability the priority list is automatically adjusted accordingly and should be changed on the notice board in the canteen by a staff member or the pilot putting a tug U/S.

1.11.2 PILOTS & TUGS NOT ON THE ROTA - FLYING PRIORITIES. The essence is that glider pilots wanting aerotows should not be kept waiting, particularly if it is soarable! The rota is a means to this end, and not an end in itself; like all tug operations it is for the benefit of glider pilots. Therefore, at times of high demand for aerotows, tugs lower on the priority list than those flown on the rota should be brought into use one by one in accordance with the list, and flown by pilots not on booked rota slots. Pilots who have slots on the rota at another time that day should not displace other pilots who wish to fly these other tugs unless no other pilots are available and gliders are ready to be aerotowed.
1.11.2.1 Number of Consecutive Tows. Where the rota does not apply, any tug pilot who has done 6 consecutive tows in the tug concerned should hand the aircraft over if requested to do so by another tug pilot who has not flown that day.

1.11.2.2 Slackening of Demand for Tows. On the occasions when several tugs have been brought onto the airfield but demand has slackened, the pilots on the rota should share the available flying, and they have priority over pilots not on the rota who should park their aircraft until demand picks up.

1.11.3 MIDWEEK ROTA. A rota also allows members to volunteer for complete midweek days. This is a commitment to start at 9 AM. Please do not be late since there may not be another tug pilot available and you may hold up aerotow training.

     1.   Tugmaster Mark  Thompson
     2.   CFI       Terry Joint              
     3.   DCFI      Malcolm Hook   
     4.   Manager   Phil Phillips            
     5.             David Oliver        
     6.             Alan Meredith  
     7.             Michael Willett     
     8.             Ted Lysakowski

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Last updated by John Leibacher on Friday, September 8, 1995 at 21:21