CGC COR
PART 2
ORDER No 8
SELF LAUNCHING MOTOR GLIDERS
Reference:
A.RAF Halton Flying Order Book.
GENERAL PROCEDURES
1.An SLMG is to be used for navigation, field landing training and upper air work. It is not to be used for any other purpose unless specifically authorised by the Chairman, CFI or his Deputy. Although an SLMG can depart under its own power, approaches and landings to RAF Halton are to be made engine-off, as a conventional glider.
2.SLMG pilots are to conform to all relevant CAA/BGA/RAFGSA regulations. In particular, pilots are not to instruct in an SLMG unless they hold appropriate current BGA/CAA instructor categories. Moreover, even if instructional flying is authorised, all departures from Halton are to be flown by the P1 pilot/instructor and not by the student.
3.SLMG engines can suffer extremes of temperature and RPM through inconsiderate handling. Any Pilot handling engines carelessly may be denied SLMG flying.
4.Except in an emergency, or for bad weather diversion, pilots are not to land at airfields other than Halton unless specifically authorised to do so by the CFI or his Deputy.
5.It is the responsibility of the P1 pilot returning the aircraft to the hangar to ensure that the motor glider is cleaned and refuelled at the end of each day's flying.
6.In particular, field landings are not to be practised in the vicinity of Stoke Mandeville Hospital, Chequers and other local noise sensitive areas.
7.An SLMG is not to be used for circuit flying at Halton.
CURRENCY
8.Annually pilots are to be subjected to a general handling check ride which is to include EFATO practice.
9.Pilots who have not flown as P1 within a period of 2 months are to have a dual check ride prior to being authorised to fly solo.
REJOIN PROCEDURES
10.In all cases, approaches to RAF Halton are to be made in accordance with procedures for a conventional glider, ie on the glider side, in the glider circuit, and with landings on the glider strip, engine-off. Before rejoining, pilots are to make radio contact with Chilterns Base.
11.All rejoins to Halton are to be made to the glider side of the airfield in accordance with Reference A. The glider circuit is then to be joined at 1000ft at the start of the downwind leg, by which time the engine is to be shut down.
DEPARTURE PROCEDURES - GENERAL
12.After take-off, as a noise abatement procedure, on attaining a height of 300ft, the engine should be throttled back to cruise climb RPM to reduce engine noise. Once clear of noise-sensitive areas around Halton, RPM may be increased.
13.After take-off, pilots are to depart directly from the Halton zone while obeying the specific departure procedures detailed below and general noise abatement procedures laid down in Reference A.
DEPARTURE PROCEDURES - VGS NOT OPERATING
14.When VGS Vigilants are not operating, departures may be made from any of the main runways in common with other powered aircraft, in accordance with Reference A.
DEPARTURE PROCEDURES - VGS OPERATING
PROPOSAL 1
15.In general, when VGS Vigilants are operating, an SLMG is to take-off from the glider strip, except when Runway 08 is in use. Specific procedures for each runway direction are detailed below.
16.Runway 26. After take-off, on attaining a height of 300ft, turn left and climb out between Wendover and Weston Turville Reservoir.
17.Runway 08. Because of the rising ground of the Wendover Ridge and the curl-over effect of easterly winds over the Ridge, SLMG departures from the glider strip in the 08 direction are NOT PERMITTED.
18.Runway 02. After take-off, on attaining a height of 300ft, turn right and climb out over the easterly narrow part of the built-up area of Aston Clinton (overhead the "Rising Sun"). Alternatively, at low AUW and with a crosswind from the left, climb out to the East of the extreme eastern edge of Aston Clinton.
19.Runway 20. After take-off, climb straight ahead.
PROPOSAL 2
15.In general, when VGS Vigilants are operating, an SLMG is to take-off from the main runway in use. Departure routes are to be in accordance with Reference A.
16.However, SLMG departures are not to interrupt VGS operations. Thus pilots are to make contact with the VGS and await permission from the VGS to enter the active runway for an immediate departure, when a suitable gap in the VGS traffic occurs.
17.In order to avoid excessive waiting time with the engine running, SLMG pilots may therefore contact the VGS before taxying or even start-up. In any event, the SLMG is to be airborne before a Vigilant is established on finals.
2-8-1CGC COR 2-8 4th Edition