Combining Mixed-Use Flight Operations Safely at Airports (2016)

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49 The terms “sailplane” and “glider” are often used interchangeably in the aviation industry, but there is a distinction for those who fly them. Most individuals start out using gliders for training but then advance to sailplanes for soaring activities. Gliders are heavier-than-air aircraft that are supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine (14 CFR 1). A sailplane is different from a glider primarily in its glide ratio and ability to soar. Whether a pilot flies a glider or sailplane, a glider rating is the certificate issued to a pilot. Therefore, glider is the common term used to describe both operations. Gliders are typically towed to an area within gliding range of a landing area. Upon release from the tow aircraft, the aircraft glides back to the departure runway with limited ability to climb to new altitudes. In contrast, a sailplane is designed to stay aloft for much longer periods of time as a result of its higher aspect ratio wings and reduced weight. Some gliders are self-propelled and do not require a tow or ground launch. Self-launching sailplanes, powered sailplanes, motorized sailplanes or motorgliders have become increasingly common types of vehicle for use in aviation sport flying. Powered gliders or sailplanes are certified and registered in the category of gliders, rather than in the airplane category. Gliders are considered to be less hazardous than powered aircraft because, with the exception of powered gliders, they do not have engines or propellers, nor do they carry flammable liquids. AIRSPACE ACCOMMODATION Similar to skydiving, glider operations tend to congregate activity at one airport to take advantage of operational efficiencies and economies of scale. Both activities require support personnel to manage ground operations. The nature of glider activity depends on surrounding terrain and weather condi- tions that are conducive to gliding and soaring. This limits the number of airports where the activities could thrive. The flight characteristics of gliders allow for both shallow and steep rates of descent. Similar to ultralights, their speed is slower than that of powered aircraft. For these reasons, the FAA suggests glider traffic patterns be identified inside of a regular powered aircraft traffic pattern or on opposite side of the runway (Figure 15). Pattern altitude can vary at airports from 600 to 1,000 ft, depending on local conditions and operations. To operate in ATC-controlled airspace, radio communication is a requirement. The SSA has reserved use of 123.3 and 123.5 for gliderports and inter-glider communication. Without engine- powered electrical systems, battery-operated or handheld radios are the norm for gliders. Their transmission range may be limited. A glider, including the tow aircraft during towing operations, has the right-of-way over powered aircraft. Coordination is necessary between a tow plane operator and the towed glider as to who will make radio announcements. The Boulder Municipal Airport in Colorado has established an operating policy that is intended to facilitate safe and consistent operations at airport. It is also intended as a means to mitigate noise complaints. The information is provided in Appendix N. chapter ten GLIDER OPERATIONS

50 AIRFIELD ACCOMMODATION Depending on the volume of activity, the land available, and the type of glider used, gliders can use either the runway or a turf/dirt area. A dedicated glider runway can have the descriptor “G” assigned to it in the AFD. However, creating a separate glider operating area involves maintaining a graded surface. A concern expressed by airport operators is the length of time it can take to position a glider and tow aircraft on a runway, or to retrieve one upon landing. The length of runway occupancy time can interfere with other aircraft operations, especially at busy airports. For this reason, airport operators often try to create a “glider operating area” that separates glider operations from other aeronautical activities, if space allows. One method to increase airport functionality is to have a separate runway for glider use. At federally obligated airports, FAA does not allow operations to occur simultaneously from two parallel runways unless FAA design separation standards are met. Minimum design separation between runways that allow for simultaneous VFR operations is 700 ft (Advisory Circular 150/5300-13A) (FAA 2012b). If the runways are less than 700 ft apart, aircraft use must be sequential. This can be a safety issue for pilots unfamiliar with the requirement, as was stated by one airport manager in an interview. A second method is having a staging or holding area near the approach end to a runway for quick access, similar to a run-up area for powered aircraft. A third method is to allow operations off to the side of a runway. A fourth method is to operate from a taxiway area. In all methods, personnel and equipment normally accompany and assist with the movement of the glider and will be present on the runway for a period of time. Figure 16 shows a glider being positioned on a runway end with accompanying ground crew support. This study found airports that allow gliders to operate adjacent to a runway. Such operations are at the pilot’s own risk if the area is not properly designated as an operating area. The airport operator assumes additional risk when allowing the operation. Operators also undertake greater responsibility to FIGURE 15 Recommended traffic patterns for gliders (Source: FAA 1993.).

51 maintain the turf area and mitigate hazards such as holes, depressions, objects, and vegetation growth. Weather conditions can affect turf or gravel areas and can impact operations, as ruts or washouts can occur from rain. The operating procedure for one airport reads: It is alright to drive on the hard surfaced runway when retrieving a plane, but do not drive on and off the side of the runway when the ground is wet or during the summer months when the runway is hot since it causes the edges of the runway to be broken down. Another airport manager who was interviewed incorporates into the lease agreement that the respon- sibility for maintaining the glider operating area is that of the glider operator. A few uncontrolled airports with a low number of total operations allow taxiway takeoff and landings. In those cases, both the airport operator and the pilot assume more risk for the operation, especially if nearby obstructions exist or if it causes a hazard to persons or property in the vicinity of the taxiway. There is a rationale for allowing glider operations to occur from a taxiway; it can reduce the potential of conflict with other aircraft using the runway. Owing to the long and low wingspan of gliders, contact with edge lighting is a hazard. A safety risk analysis for either taking off or landing from a surface other than a runway can mitigate the risks. Some states have permitting or licensing requirements that prevent aeronautical operations from other than an identified runway. Local airport rules and regulations were found to have clauses restricting operation from non-designated areas without permission of the airport manager. Figure 17 shows a glider landing in an undesignated grass area adjacent to a paved runway. FIGURE 16 Glider and tow aircraft staged and ready for takeoff (Credit: S. Quilty, SMQ Airport Services, Lutz, Florida. Used with permission.). FIGURE 17 Glider landing in an undesignated grass area adjacent to a paved runway (Credit: S. Quilty, SMQ Airport Services, Lutz, Florida. Used with permission.).

52 NOTICES TO AIRMEN Sample NOTAMs for glider operation are provided in Appendix G. SAFETY CONSIDERATIONS Separating gliders from other users can enhance operational safety on and near an airport. The SSA and its affiliate, the Soaring Safety Foundation, provide education and training outreach for members. Airport managers can utilize the information in developing their own policies, rules, or regulations. One service provided to members by the Soaring Safety Foundation is a soaring site survey. The survey is a review of the soaring site’s operations, organizational culture, airspace, regulations, and safety procedures. A site survey can have value to an airport in improving safety and communication. Appendix O provides a sample glider operating agreement developed by the SSA. Preventing Launch Accidents, an article in Eglider, provides a list of what could go wrong on a glider launch (Knauff n.d.). The information is useful for understanding the numerous possibilities of what can occur during a glider launch and for performing a safety risk analysis. RELATED INFORMATION FAA publishes a handbook on glider operation, the Glider Flying Handbook (2013a). A number of soaring organizations and chapters provide information related to their operations. For example, the Utah Soaring Association operates from four different airports. As part of the association’s safety initiative, it has developed familiarization training tools and SOPs for its members. The SOPs are good examples of the type of information an airport manager may want to incorporate. The SOPs can be found at http://www.utahsoaring.org. Appendix D provides the glider operation rules and regulations for the Arlington Municipal Airport in the state of Washington. Chapter two described a 2011 FAA DD that addressed an airport operator’s closure of a glider runway at an airport and the resultant elimination of a glider business (Docket 16-09-13). The deter- mination provides insight into the arguments that airports typically make in seeking to preclude glider activity. Chapter fifteen provides several case examples of glider practices at different airports. One airport example allows winch launches. There are currently no regulations governing winch launches. Ordinary due care is expected in any operation.