Contents

          Para      Subject

          4.1       Training Schedule - General
          4.2       Type Checks
          4.3       Pilots new to Tugging
          4.4       Towing Training
          4.5       List of Questions
          4.6       Tug Types
          4.7       Initial Towing Training
          4.8       Already Experienced Tug Pilots
          4.9       Conversion to the Second Tug Type       
          4.10      Conversion to the Third Tug Type        
          4.11      Conversion to the Robin Regent
          4.12      Conversion to the Rallye
          4.13      Conversion to the Super Cub

4.1 TRAINING SCHEDULE - GENERAL. This training schedule is designed to be used for all pilots converting to Lasham tugs, regardless of their previous experience. Training and solo flying is done at the pilot's expense unless it can be legitimately combined with towing with no extra flight time. The requirements to start tug pilot training are given in Chapter 1, particularly para 1.4; see para 4.2 on the next page for the requirements for conversions to different types. It should be possible for the experienced pilot to demonstrate his competence right from the start of the flying exercises, but it is accepted that instruction will be necessary for those pilots who only have the minimum amount of Pl power. For this reason no set amount of hours apply to the schedule.

4.1.1 Solo Flying. The intention is to first train the new pilot to safely fly the aircraft solo without a glider on the back. The pilot can then build up solo time at his own pace. Before anyone flies a Lasham tug solo he should have a signature in his log book as cleared to fly the type. The new pilot must become familiar with the aircraft type before starting to tow gliders.

4.1.2 Logging Training Flights. The flights will be logged in accordance with CAA Information Circular 46/1986 or its subsequent replacement. Circular 46 requires the pilot giving type conversion training to log the time in his book as P1 and for the trainee to record it as P/UT. In the case of more experienced pilots where they can demonstrate they can competently fly the aircraft even the first flight could be considered a check flight and in this case the pilot enters the flight as P1/US and the check pilot signs the remarks column as an indication of a satisfactory check.

4.1.3 Aircraft Type. For selection of aircraft types, see para 4.7 to para 4.11.

4.1.4 Oral Questions. The last part of this training schedule includes questions concerned with operating procedures and knowledge of the aircraft type. Before being allowed to go solo towing the pilot should be able to answer most of these and similar questions. These questions, which concentrate on things a pilot needs to know in flight, are not intended as a pass or fail exam, they are more to show where extra knowledge could be useful.

4.1.5 Training Proforma. Please fill in a copy of the type conversion proforma shown at Annex A, and have the copy with you during the training sessions.

4.3 NEW TUG PILOTS. Once the exercises listed on the last page have been performed to the Check Pilot's satisfaction, the trainee may be cleared for Solo flying. Trainees new to the type will then be expected to do 10 landings spread over 3 separate days before going on to Towing training. Trainees should pick days with different wind directions and should DI and refuel the aircraft. At this time, the trainee should be shown how to lay out tow ropes ready for the next stage which is towing training.

4.4 TOWING TRAINING. Pilots new to tugging should ride in the right seat for about 6 tows, with the check pilot flying and explaining what he is doing. Then the trainee moves into the left seat and carries out a minimum of 6 tows with a Check Pilot before being allowed to carry out a solo tow. Use the towing conversion proforma shown at Annex B. A co-operative glider instructor will be required on some tows in order to allow the Trainee to show competence at the exercises which are tabulated in Annex B.

4.5 QUESTIONS ALL PILOTS SHOULD BE ABLE TO ANSWER BEFORE TOWING.

1. What speeds are going to be used in the various stages of a tow?
2. What is the minimum fuel load for take off?
3. When do you use hot air?
4. How can poor engine handling cause a mag drop?
5. Are you expecting to use the mixture control during tug flying?
6. Why is it important to trim the aircraft?
7. How will a glider let you know he cannot release?
8. Why cut out rope knots?
9. Which way should the first turn after take off be?
10. What 3 actions should a tug pilot take when he notices the glider's brakes are open?
11. Describe where our noise sensitive areas are.
12. What should you do if the engine stops at 500 feet?
13. Describe a sensible go-around procedure.
14. In a strong wind what is the most critical part of tug operations? What precautions would you take?
15. In deteriorating weather conditions, who makes the decision to stop flying?
16. What should you do If the glider pulls off during the take off roll?
17. How and when do you wave off a glider? When is it best to use the emergency rope release?
18. What is most important, saving time, fuel, or the engine?
19. What is meant by Max Manoeuvring Speed and what control restrictions apply above it?
20. Should you land on the left or right of another tug?
21. Why is it so important to monitor and understand what is happening in the engine in the climb?
22. How do you handle the engine at the point of release?
23. How do you avoid the trailing rope hitting anyone?
24. What authorization do you need for the various types of flights you may make in our aircraft?

4.6 TUG TYPES. At the time of printing, we had the following tug aircraft: 2 SOCATA (Aerospatiale) Rallye 180T's 2 Robin Regent DR400-180R's 1 Piper Super Cub with a 180 hp engine

4.7 INITIAL TRAINING. New Tug Pilots will be trained only on the Regent. For pilots already experienced in towing, see para 4.8.

4.7.1 Conversion to Type. Read the brief type notes in this manual and read the Flight Manual for the type which is held in the office. The type notes are for information, the Flight Manual is the definitive CAA-approved document although it will not contain detailed Lasham procedures. Have a photocopy of Annex A ready so that it can be filled in as exercises are completed. Use the DI notes to inspect the type at a quiet time. Arrange with check pilots listed on the notice board to do the type conversion. If you have no previous experience on the type, then the conversion starts on specific training flights without towing, taking as much training as is needed to demonstrate consistent good performance at all the exercises on page 4.2 and until your Instructor is prepared to sign the para 4.2 form and your logbook as OK for solo. The next step is to do some solo flying, the minimum is to fly 6 landings, the first 2 of which should be observed.

4.7.2 Conversion to Towing. Once the solo flying on type has been completed, photocopy the page containing the table in para 4.4 and ask any of the Tug Instructors to fly with you while you convert to towing gliders. When this is completed to a satisfactory standard, you will be cleared or solo aerotowing. Check pilots should then initial the authorising list on the notice board in the canteen, and also sign the pilot's logbook and the para 4.4 sheet (which should be returned to the Tugmaster for record purposes).

4.9 CONVERTING TO THE SECOND TUG TYPE. Continue on the type used for initial training until 150 incident free tows have been completed (50 for experienced tug pilots joining from other clubs). Pilots can then choose which type to convert to next. See para 4.7.1 and para 4.7.2 for how this is carried out, subject to para 4.8 and para 4.10 for already experienced tug pilots.

4.9.1 EXPERIENCED PILOTS - SECOND TYPE. If you already have 5 hours P1 on type (or 2 hours towing) at another club, you can have a check flight whilst towing. If there are no gliders to tow, you may opt for a check without towing, and check pilots can allow pilots who fly well with the type to go on to solo aerotowing.

4.11 CONVERTING TO THE REGENT. Read the notes on the type in annex C to this guide, and read the Flight Manual held in the office. Although an apparently simple aeroplane to DI, there are some less obvious points that check pilots should cover, things like the right amount of play in the flaps, the u/c oleos, cowling/starter clearance, canopy slides etc. As the Regent has a wing drop at the stall, the conversion will include stalls from turns and in the approach configuration. The Regent is rather under-flapped (ie full flap produces little drag) and speed control on the approach will be covered. As Regents have finer pitch 4 blade props than other types they are easy to over rev, engine handling is an important part of the checkout. New pilots must also be aware that we do not tow slow gliders with Regents.

4.11.1 Following the Dual Checkout. For pilots without previous experience on type, the checkout is followed by solo flying, at least 6 landings (2 of which must be observed), followed by a check towing gliders. The pilot's log book is then signed as OK to tow with the type, the Authorised Tug Pilots sheet on the notice board is also initialled by the check pilot.

4.13 CONVERTING TO THE SUPER CUB. Read the notes on the type in annex E to this guide, and read the Flight Manual held in the office. The flying training will usually begin with non-tow flying especially if it also a conversion to taildraggers and will concentrate on landing techniques. These must include crosswind landings which can be done on an inactive part of the airfield, recovery from bounced landings, and `wheeler' landings. Checkout leads to solo flying, paperwork, etc as for the Regent in para 4.11.1.

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