One very real problem with communicating between a tug and a glider on
tow behind it is that often the antenna placement for normal use - on
top of the fuselage of the tug - does not "see" a glider that is below
and behind the tug at very close quarters.
This is not uncommon that a glider and a tug that can each,
independently, communicate with most other traffic sometimes cannot talk
to each other whilst the glider is on tow behind that tug.
It can often be the case that better radio communication is achieved
when the glider is laterally out of station and can "see" the tug's
antenna. However close-range interference may still occur - something
that is not normal between aeroplanes flying independently around the
aerodrome, or from aeroplane to ground station.
Either way, radio failure is not such an uncommon event it is still wise
to have a back-up way of signalling that there is a problem releasing -
albeit that is in itself a more uncommon problem than radio failure. The
consequence of a tug commencing its normal descent in the belief the
glider has already gone may be serious.
That is not to say that any practice of flying out of station on tow
should not be done very carefully and preferably not in turbulence. And
of course, if a large bow develops the cable should be released before
it pulls tight around part of the structure. Part of the exercise should
be to fly in an out-of-station position that will NOT allow the rope to
foul the glider structure.
Wombat
On 23/03/2012 4:06 PM, Mike Borgelt wrote:
At 10:48 AM 23/03/2012, you wrote:
The difference in standards comes from a couple of reasons.
The first is that most of the radios we use were designed with the
assumption that a good supply of reliable power was available from
the alternator, and probably little design attention was paid to
transmit performance with depleted batteries running through old
wiring and dicky fuses.
We may have got a "reading you 5" from the glider next to us in the
morning with a fully charged battery but it doesn't mean much in the
circuit after a 5 hour flight.
The second is that a glider radio is less useful for situational
awareness than the radio in a powered aircraft, because powered
aircraft tracks and particularly altitudes are far more predictable.
Also, we don't chat to ATC much. So in fact, a radio in a glider is
less useful and less used for official communication, and so less
respected, maintained, etc....
Then there are an increasing number of pilots who use their radios
like mobile phones. I just switch off when those idiots start. It
improves my safety because I can hear myself think.
Cheers
*Tim*
Tim,
I agree about the distraction of radio in flight on a glider cross
country (or powered aircraft for that matter most of the time) but it
is useful in the circuit and around the airfield as an aid to
situational awareness.
In the emergency situation we're talking about there seems to be a
need for communication as shown by the semaphore procedure so maybe it
ought to be the best and least intrusive communication possible?
An alternative would be to agree on the maximum release height with
the tug pilot before takeoff on the understanding that on reaching
that +500 feet the tuggie will head over the top of the field and
release his end? No airborne comms required. Best to go into/be in
high tow though.
Don't forget also the recent radio use changes at registered and
licensed airfields. You are expected to carry a working radio and use
it. We might not talk to ATC much but there are people in powered
aircraft who may use the field and if one calls and you detect a
conflict you are expected to answer. Gliding doesn't operate in isolation.
I'm afraid the no radio days are gone.
Mike
*Borgelt Instruments** *- /design & manufacture of quality soaring
instrumentation since 1978
/ www.borgeltinstruments.com
<http://www.borgeltinstruments.com/>tel: 07 4635 5784 overseas:
int+61-7-4635 5784
mob: 042835 5784 : int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia
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