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Adelaide University Gliding Club Inc.

Winch Driving Manual

Revision Date Comment 1st Issue September 2000 2nd Issue December 2006 Not AUGC Winch Specific

This manual is available on-line at http://www.augc.aus-soaring.on.net/manuals.html

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CONTENTS

1 General 2 AUGC Policies Regarding Winch Operations 3 Safety 4 Training / Qualifications 5 Daily Inspection 6 Driving The Winch 7 Laying Cables 8 Launch Point Signals 9 The Launch 10 Speed Signals 11 Top of Launch 12 Release / Reel In 13 Over-runs 14 Cable Breaks 15 Hook-ups 16 Other Launch Contingencies 17 Power Lines 18 Efficient Operations 19 Replacing / Adding New Cable 20 End of Day

Appendices

Appendix A Standard Trace, Cable and Join Arrangement Appendix B Weak Links Appendix C Cable, Swages, etc. Specifications And Suppliers Appendix D Logbook Authorisation Stickers

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1. GENERAL This manual provides winch operating guidelines for the safe and effective use of self propelled and mobile winches for the launch of gliders. Refer to Appendix A for the standard configuration of the trace and cable join/repair, and Appendix B for weak link details. Refer to Appendix C for specifications and suppliers of cables and repair materials. Refer to Appendix D for logbook authorization stickers. This document is issued by the Instructors Panel of the Adelaide University Gliding Club Inc. Queries should be directed to the AUGC CFI at CFI@augc.on.net 2. AUGC POLICIES REGARDING WINCH OPERATIONS

• The GFA publication “Winch Launching” can be referenced. It mainly deals with the glider end of the operation. However, significant issues are repeated in this document.

• Only GFA members shall operate winches (to ensure that GFA BBL

insurance cover is maintained)

• Only winch drivers with Level 1 and 2 endorsements shall operate winches.

• Two people shall be on the winch whenever possible. This is to provide immediate help or action in the event that an injury occurs.

• Visitors and non-winch drivers shall be briefed about the dangers of winch

launching, including those at the launch point, and the procedure followed for safe operations. Details may be found below.

• Only TOST rings shall be used on traces.

• A suitable weak link shall be installed between the main cable and the trace

in accordance with the gliders manual and/or placard.

• Safety glasses should be worn by any person at risk during the launch.

• The winch shall not be driven at excessive speed or in a reckless manner. Particular care should be taken near people, gliders or other vehicles.

• The winch should not conduct launches when there are thunderstorms in

the area.

• The minimum runway strip length for winch operations is 1200m.

• A fire fighting trailer should be used wherever a bush/grass fire risk exists.

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3. SAFETY A first aid kit MUST be present on the airfield, either at the launch point or on the winch. A fire extinguisher MUST be present on the winch. A fire fighting trailer should be used wherever a bush/grass fire risk exists. Winch and launch point crews should be familiar with the operation of this equipment. A means of cutting the cable (such as cable cutters) MUST be present on the winch, if required for an emergency. A weak link MUST be connected in line with the cable trace and of breaking strength appropriate for the glider to be launched. All people present on field should be briefed about safety at the launch point. All people present on the winch should be briefed about winch safety during winch launches. Radios, or other means, should be used for communication if there is any doubt about the winch or launch point status. Tie down points should be cordoned off with witches’ hats to warn visitors and the public of the hazardous area. Cables should always be attached to the tie down points by tie down weak links, which should consist of a single strand of cable from a stranded cable. Traces should be left clear of cables and neatly on the ground. Winch drivers should ensure the tie down area is clear of people before laying cables. Launch crews and others are advised to stay clear of cables on the ground at all times, and only nearing/crossing them if it absolutely necessary after ensuring there is no risk, a launch is not in progress or the winch is not laying cables. Cables should not be disconnected from the tie downs without confirmation from the winch that it is stopped or ready. The winch will not be driven at excessive speed or in a reckless manner. Particular care should be taken near people, gliders or other vehicles. When approaching the launch point, near aircraft, people or cars the winch shall slow down to a walking pace. If necessary the winch may back up to the tie down area to avoid nearby aircraft. Particular care should be taken when reversing the winch. Winch launching presents the risk of bodily injury and winch operators and others near the winch should be safe before proceeding with a winch launch. People should be in a safe location during a winch launch. Safe locations include: inside the winch cabin, inside a car or truck cabin or well clear of the winch. It is best that cars and people well clear of the winch be on the opposite side to the drum in use. Safety glasses should be worn during launches by anyone at risk, such as people not behind sheet metal, safety glass or polycarbonate sheeting. Moving parts of the winch and the cables could cause serious injury. Keep well clear of moving parts, and only work in the drum and cable areas if the engine is

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off, and there is no chance of the cable being pulled by the launch point crew. Confirm this by positive radio communication. Launch crew should always assume the winch cable may be reeled in at any time and handle the cable accordingly. Never insert fingers in the Tost rings. The cable can easily cause cuts. Handle the cable with care, never run a hand along the cable and use gloves where necessary. 4. TRAINING / QUALIFICATIONS A formal log book endorsement or authorisation sticker is required for AUGC winch drivers/operators. Examples of the logbook stickers are found in Appendix D. This is to ensure that all winch drivers have received the necessary training and proven their competency. The duty instructor has final authority regarding permission to operate the winch on a daily basis. Winch driver authorizations comprise a Level 1 and Level 2 rating. Level 1 winch drivers may operate the winch without supervision. Level 2 winch drivers, in addition to operating the winch, are allowed to train and supervise new winch drivers to the standard set by the CFI/Instructors Panel. Trainee winch drivers would generally be solo pilots or well advanced with their training so that they have a good awareness and understanding of the glider end of the winch launch, but this is not mandatory. The training process should consist of familiarization with this manual and instruction on the winch. The Training book (Part 1 - White) may be used to record trainee winch driver progress. The Duty Instructor/Instructors Panel/CFI should be informed when winch operator training commences. When the trainee winch driver is considered competent to operate the winch without supervision, a log book endorsement or Level 1 Winch Driver authorisation sticker shall be issued and stuck in the logbook. After a period of time to gain experience and proficiency a Level 1 winch driver may be upgraded to a Level 2. This authorization can only be issued by a Level 2 or higher instructor. Winch drivers should build and maintain experience using winches by conducting launches on a regular and frequent basis.

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5. DAILY INSPECTION The winch requires a daily inspection each and every day it is to be used. Item to Check

Requirement

Fire extinguisher Charged and serviceable First aid kit Readily accessible Truck cabin/tow vehicle cabin Clean Weak links, swages and cable repair tools (i.e. swage crimping tool)

Serviceable and readily accessible

Traces Correctly made and damage free – Refer Appendix A

TOST rings Inspect for cracks, wear or distortion Radios Available, charged, aerial fitted, set to

correct and test channel Window panels Clean Tyres Inflated and serviceable Battery Terminals clean and securely

attached Battery isolator Not isolated Fuel Sufficient for the day's operation Engine coolant Check fluid level Engine oil Check fluid level Transmission fluid Check fluid level Vehicle brake fluid Check fluid level Drag/drum brake fluid Check fluid level Drag/Drum brake Test effectiveness Pulleys/Heads Check for free movement in the

bearings Engines Start and warm up, which may

require the use of the choke The level of the fuel bunker should be checked. The winch driver should take responsibility to inform either the treasurer that additional materials or fuel are to be ordered in the coming week, and/or to inform those flying on following days that fuel or supplies may need to operate. This may require the coordinated return, exchange and filling of jerry cans overnight. The cables should be walked periodically, which is best done early in the day before flying starts. Sections of cable in poor condition should be replaced (Refer Appendix A). This would include damaged cable, frays in stranded cable, worn swages or excessive repairs in a short length of the cable. It may be necessary to add cable to the drums, when the cable is only just sufficient to reach the full length of the runway. This is best done early in the day before flying starts. Refer to Section 18 for the procedure for adding cable.

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Fire fighting equipment, such as bush fire fighting trailers, should be inspected and filled daily. Winch and launch point crews should be familiar with the operation of this equipment, which is best practiced early in the day before flying starts. 6. DRIVING THE WINCH The winch may only be driven/towed on public roads if it is registered and roadworthy. It may be driven on the airfield without a drivers licence. Citizen Band (CB) radios may be operated by any member of the public, without any licence requirement. Care should be taken to ensure the channel selected is not in conflict with emergency channels or other local radio traffic. The winch will not be driven at excessive speed or in a reckless manner. Particular care should be taken near people, gliders or other vehicles. When approaching the launch point, near aircraft, people or cars the winch shall slow down to walking pace. The winch should not drive onto or on a runway strip without checking that it is clear from flying traffic at all times. The winch operator should be alert for air traffic, and if an aircraft is landing the winch should be driven off the strip, take all necessary steps to avoid the path of the aircraft and stop, if any possibility of a collision exists. Particular care should be taken when reversing the winch, due to the poor visibility the winch cage causes and the danger of the arms protruding at the rear. 7. LAYING CABLES Before laying cables:

• Use only a tie down point weak link comprising a single strand of cable (from stranded cable) to secure the cable ends to the tie down pegs.

• Ensure the drum brake is engaged and the cables are drawn reasonably

tight to prevent cable overruns. • Ensure neither drum is selected. • Check all people are clear of drums, cables and tie down points. • Adjust mirrors to readily see each drum • Adjust CB radio volume to be audible from cabin • Check that the airspace is clear

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Whenever possible an additional person can sit in the winch seat and:

• Operate the drag brakes • Ensure that all people are clear of the winch before laying cables and

relay this to the winch driver • Maintain a look out for air traffic and/or landing aircraft, and relay these

to the winch driver • Listen for radio calls, and relay these to the winch driver • Watch for tangles/cable breaks while laying cables, relay any problems

to the winch driver and apply drum brakes as necessary • Ensure that there is enough cable to reach the end of the runway.

Driving the winch to lay cables along the runway strip:

• The winch is accelerated gently to no faster than 40 km/hour. The winch driver should avoid following the same tracks down the runway, and avoid forming ruts. Do not steer away from the edge of the runway in the first 200m. Thereafter, steer the winch progressively towards the centerline of the strip by the time it reaches the other end.

• WARNING – If the winch is moved too quickly to the centerline, the

second cable may get dragged over the first, causing a tangle. Also a glider launching on the first cable could pass over the second cable while still on the ground run. This presents a significant risk of the tailskid or another aircraft component hooking up on the second cable.

• Listen out for “STOP STOP STOP” over the radio at all times. • In a crosswind, the winch may be driven to the upwind side of the

runway to account for the likely drift. • Ensure there is enough cable to reach the end of the strip by checking

the drums near the end of the strip. In the event that there is not enough cable the cable will be pulled tight, break the tie-down weak link and cause delays at the launch point.

• Decelerate slowly, especially at the far end of the runway to avoid cable

overruns. The drum/drag brakes should effectively brake the winch.

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At the end of the runway:

• Engage the appropriate gear (Park/1st Gear), the park brake and/or a wheel chock to prevent the winch from moving.

• Release the drum/drag brake. Brake with the foot pedal to stop the

drum unwinding due to any residual tension. • Check the engine is warmed up, and if necessary run it (neutral

selected) sufficiently long to warm the winch water temperature (i.e. to 80°C).

• Check the engine is not overheating. Engine temperatures over 110°C

may require a significant delay between successive launches to allow the engine to cool down. Check that the thermostatic fan is operating.

• Select the appropriate drum. The cable nearest the centerline of the

strip is ALWAYS launched first. • Inform the launch point over the radio that “the winch is ready”.

If only one cable is required, then lay either cable. If a paddock retrieve is conducted, lay only one cable in all cases, to eliminate any possibility of the glider running over the second cable. 8. LAUNCH POINT SIGNALS There are various ways of communicating from the launch point to the winch, and they are listed in Table 1. These GFA endorsed methods are defined in the MOSP – Part 2. In order of preference these are radio, wing signals, and headlamp signals. In addition, bat signals may be used, but are not detailed here. Communication directly from the glider to the winch is strictly prohibited. If there is any doubt about the signals the winch operator should not proceed. It is important that whatever form of communication is used it must be clear and unambiguous. In the event that radio or wing signals were not possible, then headlamp signals should be used. This would require at least two launch point crew and a suitable car. If neither is available, then wing signals should be used. However, a clear view of the glider from the winch is mandatory. Optional information communicated using radio may include “carrying water ballast” or “simulated break”.

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TABLE 1 – Launch Signals

Radio/ Telephone

Wing Signals

Headlamp Signals

Take up Slack

“<Aircraft Type> on line, <optional information> Take up Slack, Take up Slack, Take up Slack”

Rock wings

Slow Flashing

All Out

“All Out, All Out, All Out”

Hold Wings Level

Fast Flashing

Stop

“ STOP, STOP, STOP”

Wing down

Continuous On

9. THE LAUNCH Prior to each launch the winch driver should:

• Engage the appropriate drum. Only engage a drum with the engine off, this prevents damage to the half shaft splines inside the axle.

• Check that the appropriate drum is selected. The cable nearest the

centerline of the strip is ALWAYS launched first.

• Ensure the engine is warmed up and running smoothly prior to commencing a launch, or if overheating, given sufficient time to cool off. A rough engine may be a sign that the choke is not closed.

• Check all people and vehicles are safe.

• Start the winch when the appropriate communication is received from

the launch. It is preferable that the launch crew to give a “30 second warning” radio call prior to a “take up slack” signal to give some time for the engine to reach steady running.

Launching method:

• Launch radio calls are made three times to avoid inadvertent launches. • Upon receipt of the “Take Up Slack” signal, start the engine if it is not

already running.

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• You should also observe the gliders wings are level. UNDER NO CIRCUMSTANCES should you begin reeling in cable without positive instruction over the radio that is consistent with conventional GFA signals (Table 1). If there is any doubt do not proceed with the launch and request clarification over the radio.

• Select the appropriate gearbox drive gear and the drums will begin to

reel in and remove the slack from the cable. Appropriate brake and or throttle should be used to ensure that the cable is drawn tightly slowly (i.e. walking pace or slower).

• Upon receipt of the “All Out” signal, wait for the third call and firmly open

the throttle to accelerate the glider. It is important to smoothly and continuously apply power until the glider has reached full climb.

• It is important to accelerate the glider to its best climb speed as quickly

as possible. A glider with airspeed has many options. A slow launch, with low climb angle can put the glider in the non-maneuvering area, where its options in the event of a cable break are limited.

• The amount of throttle required would depend on the type of aircraft

being launched, whether it has water ballast, and the head wind component. A 90° cross wind has no head wind component so the launch power required will be essentially the same as that of a still day.

• Usually the throttle is applied firmly to get the glider airborne and then

backed off slightly as the glider pulls up into full climb, in the event that throttle lag occurs. This requires some cooperation from the glider pilot; if, given safe airspeed, he does not pull up into full climb quickly enough the glider can exceed its maximum winch speed.

• Remember on a windy day, and/or a day with wind shear, the glider will

climb into an increasing headwind, adding to its indicated airspeed. On these days the winch driver has to to reduce the power appropriately after the initial acceleration.

• Engine rpm (indicated rpm or engine noise) and cable speed do not

have a consistent relationship with indicated airspeed and therefore cannot be used as a guide.

• Observation of the sag in the cable should allow the winch driver to

maintain the indicated airspeed constant throughout the launch. The ideal launch would produce a constant cable tension applied to the glider from “All Out” to top of launch. This would allow the glider to climb optimally. The bow or sag in a cable suspended between two points is related by many factors, however it is found to be nearly directly proportional to the tension in the cable. However, on windy days you will see more sag in the cable than on calm days, which is due to the additional wind drag on the cable. Otherwise this technique

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provides a way of judging the tension in the cable, and therefore the glider indicated airspeed. Clearly, the entire cable must be airborne for effective control of the launch. 10. SPEED SIGNALS Throughout the launch the winch operator should watch the glider for signals and the possibility of a launch emergency.

Too Fast

The glider yaws left and right

Too Slow

The glider lowers the nose and rolls left and right. As the glider is slow the pilot should lower the nose – an observant winch driver may notice this as a prelude to a slow speed signal

In either case the winch driver should adjust the power smoothly and accordingly until the glider stops signaling. Trainees pilots may not signal clearly and winch operators should pay due diligence in order to interpret signals clearly. 11. TOP OF LAUNCH As the glider approaches the top of launch, the power will need to be steadily reduced (although the tension in the cable will remain reasonably constant). A winch driver who applies constant throttle throughout the launch can expect “too fast” signals in the last stages of the launch. Generally the winch driver decides when it is time for the glider to release. At this point the winch driver closes the throttle and backs the power right off, and the glider pilot should lower the nose and release the cable. Back the power off completely so the pilot recognizes the top of launch. The glider should automatically release the Tost rings at the top of launch, due to the back release mechanism. The winch driver should watch the glider to ensure that the cable has released, and watch for the possibility of a hook up (Details may be found below). In a tail wind, terminate the launch sufficiently early to ensure the cable does not become tangled on the winch itself.

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12. RELEASE / REEL IN Winches may be fitted with drogue chutes, which keep tension in the cable during reel in and while airborne. Some differences in release/reel in technique are required, to prolong the life of the drogue chute, when compared with a winch with no drogue chute. A drogue chute should not be fitted to the winch where the cable may be blown away in the event of a cable break, and would cause a hazard such as tangling in power lines. If a drogue chute is not fitted and stranded cable is used:

• When the cable is released from the glider the cable will rapidly fall to the ground in front of the winch. Initially reeling in should be slow enough to let the arms fall to the horizontal position. If the arms are jammed, then stop, wait for all the cable to land and then lower the arm by hand. This is preferred to reeling cable in with the cable required to turn sharply to pass through the head, and present a cable break risk.

• The reel in should then be sped up to increase tension in the cable, and

tightly pack the cable on the drum. Engine speed should be limited to about 2000rpm when reeling in cables.

• The winch driver should observe where the falling trace lands. • Careful observation for movement of the trace will identify when all lose

cable has been wound in. Reduce power and apply the drum brakes. • Ideally, closing the throttle and engaging neutral gear can be used to

slow the cable to a walking pace, well before the trace reaches the winch, and so avoid last second braking of the drum.

• Warning - Every effort should be made to ensure cable traces are NOT

drawn through the heads on the arms.

If a drogue chute is fitted and stranded cable is used:

• When the cable is released from the glider the drogue chute will deploy and the cable will fall towards the ground in front of the winch. Reel in sufficiently fast to prevent the cable from touching the ground.

• The winch driver should observe the falling drogue chute and close the

throttle just before it lands, to prevent damage to the drogue chute from bushes, etc. The remaining cable may then be reeled in at a slow pace and care should be taken to reduce power and apply the drum brakes to ensure cable traces are NOT drawn through the heads on the arms.

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• Alternatively, all the cable may be reeled in with the drogue airborne and the throttle may need to be closed, neutral gear selected and brakes applied, to ensure cable traces are NOT drawn through the heads on the arms.

If a drogue chute is fitted and solid cable is used:

• When the cable is released from the glider the drogue chute will deploy and the cable will relatively fall towards the ground in front of the winch. Reel in sufficiently fast to prevent the cable from touching the ground.

• All the cable must be reeled in with the drogue airborne and the throttle

may need to be closed, neutral gear selected and brakes applied, to ensure cable traces are NOT drawn through the heads on the arms.

Check the effectiveness of the drum brakes before you need them! The cables may tangle during the reel in, which should be watched for, and would require the reel in to stop and untangle the cables. Should another cable be available:

• the engine can then be turned off • the other cable drum selected • a “winch is ready” radio signal given • if time allows the trace can be secured to the arms • the drums may be secured from rotating, if required

If no other cables are available:

• ensure neither drum is selected • the drag brakes are engaged • that the cable traces are secured to the arms (so that they can’t unwind

off the drums or, worse, get caught up in the back wheels of the winch) • return to the launch point (clear the airspace)

13. OVER-RUNS Sometimes the glider overruns the cable during the ground run and releases (intentionally or automatically). As the glider stops near the launch point, either the glider is pushed or towed back to the launch point or is launched as is. The cable may be dragged back to the glider by people or towed by car, or reeled in by the winch. Either way it is important for two way communication between the launch and the winch before moving the cable. The winch driver may have his arms in the drum sorting out a tangle or the glider may be on top of the cable. Ensure the glider and people are clear of the cable and winch before moving the cable. If the cable trace is relatively far from the glider then a car may be used to tow out additional cable. The cable is best attached to the tow ball of the car using the tie

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down weak link. It will be necessary for the winch to apply the drag brakes through the tow out. The car should be driven no faster than walking pace. Ensure the glider and people are clear before moving the cable.

Warning – Under no circumstances shall the launch crew retrieve a cable without

confirmation from the winch driver that it is safe to do so

Warning – Under no circumstances shall the winch driver reel in the cable without confirmation that the glider and people are clear of the cable

14. CABLE BREAKS Cable breaks can occur at any time during the launch and the winch operator should be prepared to stop the winch for them by

• keeping a foot on or near the foot brake pedal • keeping a hand on the gear selector

Instructors will expose pilots to cable breaks during training and check flying. In order to simulate cable breaks:

• on stranded wire winches the instructor will simply release the cable by pulling the release. It is preferable that the instructor lets the winch driver know beforehand, but this often not possible.

• On solid wire winches the instructor will request that the winch driver cut

power completely at a certain height. In the event of a cable break the winch driver should:

• cut power immediately • select neutral • stop the cable with the foot operated brake • Observe trace as it falls (Day-Glo may be fitted to improve visibility) and

note where it falls, then note a landmark immediately behind it. This can reduce the time taken to recover the end significantly

• determine the intention of the glider and act accordingly. • determine a course of action to repair the cable (Refer to Appendix A).

If the glider is landing ahead, then the winch driver should stop the cable as quickly as possible, to enable the glider to safely land on the runway. If the glider is flying a modified circuit then it might be possible to reel in some or all of the cable. If the first cable falls near the second, or represents a danger to continuing operations, then it must be retrieved and towed by a car to the winch or to the end of the cable break. Ensure the glider and people are clear before moving the cable end. Detach the cable traces at the sister clips to prevent damage during reel in.

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If the broken end is well clear, and it is determined to be safe, then the cable can be reeled in and another glider launched on the second cable. This might be appropriate when only the weak link has broken. The winch can go and find the broken end and make the repair later. If the second cable breaks then the winch can generally retrieve the end itself.

Warning – Under no circumstances shall the launch crew retrieve a cable without

confirmation from the winch driver that it is safe to do so

Warning – Under no circumstances shall the winch driver reel in the cable without confirmation that the glider and people are clear of the cable

15. HOOK UPS In a hook up the glider release fails to release the cable. This may be due to a failure of the release to operate, jamming of the back release, or the cable might be caught on some part of the glider. The glider pilot may not be aware of any problem and prompt identification of a failure to release is critical. The glider pilot should immediately commence a descending turn over the winch and land near the winch, but clear of obstacles the cable may catch on. If the glider has not released the cable at the top of launch the winch driver must:

• stop the engine • select neutral gear • communicate to the launch/glider pilot that there is a hook up • in the event that it is safe to do so the winch driver can cut the cable at

the winch end. It is not expected that the winch driver would leave the safety of the cab to cut the cable, and it would only be considered if there was no risk to the winch driver from falling cable. In order to cut the cable safely:

• the cable cutters should already be at hand • there should be no risk of falling cable • the glider should have towed the cable away from the winch • the winch driver should only leave the safety of the cab briefly

Radio communication is not permitted between the winch and the glider for the transmission of launch signals. However, reporting a hook up to the pilot is critical. The glider pilot will continue turning and descending until he needs to level out and land.

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16. OTHER LAUNCH CONTINGENCIES Ensure that the winch engine is adequately warm (i.e. water temp of 80ºC) prior to any launch. If the winch is cold, the winch engine may stall during the initial all out phase of the launch (or stutter). Ensure that the winch engine choke is closed. If the choke is open, the winch engine may stall or produce low power. Should the engine stall or produce low power (i.e. stutter) for these or any other reason, the winch driver should abort the launch. The glider will release the cable and land ahead. The winch driver should immediately close the throttle, apply the brake, select neutral gear and stop movement of the cable to allow the glider to land without the obstacle of a moving cable on the runway. Ensure the winch (truck or car) are adequately braked by selection of “ 1st ”Gear or “Park” gear, application of the park brake or positioning of a chock under the wheels. If the winch (truck or car) are not braked, they may roll during the launch. It is most likely that they will roll towards the glider under the application of full power. If the winch (car or truck) is moving, the winch driver should abort the launch. The glider will release the cable and may land ahead. Immediately close the throttle, apply the brake, select neutral gear and stop movement of the cable to allow the glider to land. In the event of a fire, the winch driver should immediately abort the launch. A fire of any type could rapidly become a bushfire. A fire extinguisher (water) is provided to extinguishing minor fires (not oil fires). A fire trailer is provided to fight other fires. There are numerous other launch contingencies. If the winch driver is in any doubt about safety should the launch continue, the winch driver should abort the launch and stop the winch, so that the glider may release. 17. POWER LINES If there is any chance that the glider will drop a cable on power lines then the winch driver should:

• sit tight on the winch until the cable has landed • cover the eyes to avoid flash damage at the moment of contact • under no circumstances make any attempt to abandon the vehicle while

the cable is still attached to the winch and the power lines. • do not go near any remnant cable hanging from the power lines.

Experience has shown that stranded cable will probably explosively disintegrate if it connects the power line to earth. Grass/scrub fires may need to be extinguished following this type of accident and the CFS should be contacted. A fire trailer may be available and should be used if required. A report should be made to the power line operators at the earliest opportunity.

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18. EFFICIENT WINCH OPERATIONS People at the launch point always believe the winch driver is dragging his/her feet. The winch driver believes the same is occurring at the launch point. Unfortunately both parties are often right! The following will contribute to efficient winch launching:

• Work as an organised team - 1 winch operator, 1 driver. • As the winch comes to a halt at the far end of the runway strip the winch

operator should let the launch point know that “the winch is ready”. Then the winch operator releases the brake / engages the appropriate drum / starts the engine while the launch crew releases a cable and hooks a glider on. A launch follows.

• The driver can leave the safety of the cabin while the operator is reeling

the last section of cable in at walking speed. Stand clear of the cable until reel in is complete. The driver can wind the cable trace up as soon as each reel in is complete. The winch operator need not leave the winch seat, but can select the second drum and make a “winch is ready” radio call immediately for the second launch. The driver need not finish winding the cable trace if it delays the second launch.

• The driver should be ready to go as soon as the traces are wound up.

The winch operator can prepare the winch for the next cable lay from the winch operator seat.

• At the launch point the winch operator should stay in the cage and

release/engage drum brakes as necessary to ensure smooth tie down of the cable ends. The driver should stay in the drivers seat.

• The launch crew should hook the cables onto the tie downs, so that the

winch crew doesn’t need to get out of the driver or operator seats. • If a significant tangle or a break occurs (with a hard to find cable end)

the winch crew should request help from the launch crew using radios. Fundamental to efficient operations is good communications between the winch crew and the launch point crew. This requires:

• reliable radio communications • a winch crew that keeps the launch crew informed of winch status. • a launch crew that keeps the winch crew informed about subsequent

launches

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19. REPLACING / ADDING NEW CABLE TO THE DRUMS Cable breaks and removal of cable sections with numerous cable repairs will, over time, reduce the length of the cable. When there only just enough cable (or not quite enough) to lay cables the full length of the runway, additional cable is added to the drums. Refer to Appendix A for standard cable join procedures. Additional cable should only be added to outer (glider) end, because this is where the greatest wear occurs. A full spool of new cable is heavy and should be solidly mounted on a robust spindle during transfer to the winch drum to prevent any possibility of bodily injury. The cable should be wound onto the winch drum with the identical wrap it has on the delivery spool. Since the cable is reeled onto the top of the winch drum it should be taken from the top of the delivery spool to achieve this. If stranded cable is wound on in the incorrect direction major problems and tangles will occur early in life and cable life will be considerably shortened. New cable will sit much better if wound onto the winch drum under tension. This requires a drag brake to be applied to the delivery spool during transfer. A tyre or a piece of heavy timber held across the spool by two people constitutes a reasonable brake for the purpose. New cable is kink free and once used for several launches will bulk up. Allow spare capacity on the drums. If a large amount of new cable has been added it may pay to launch a single seat glider first up so that the cable is broken-in in stages. Since the cable does not wear evenly it should never be necessary to replace the whole cable provided that it is routinely maintained. 20. END OF DAY The winch should be left with all end of day tasks complete. Do not assume that the winch will be used on subsequent days as flying may not occur or the winch may not be required, and outstanding tasks may not be performed. Cables laid, but not used should be reeled in. Ensure that the cables are unhooked from their tie downs. Drogue chutes should be disconnected using the sister clips. Secure a tyre (or similar) to the cable end to ensure the cable is reeled in under some tension. Ensure that traces and cable breaks are repaired at the end of the day and not left to be forgotten and lost.

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Report any damage or concerns to the duty instructor. Item to Check

Requirement

Launch Point Items Ensure that the witches hats and other large items have been collected from the launch point.

Cable off-cuts and rubbish (in cabin) Discard cable off-cuts and other rubbish appropriately.

Handheld radios Return handheld radios to the clubhouse and recharge.

Parking winches Park the winch, clear the cabin(s) of all items (take personal items to clubhouse), close all windows and vents.

Battery Isolate the battery Winch arms Stow arms if required. This may be

done by looping traces around arms and through the winch cage.

Consumables – The winch driver should take responsibility to inform either the treasurer that additional materials or fuel are to be ordered in the coming week, and/or to inform those flying on following days that fuel or supplies may be needed to operate. This may require the coordinated return, exchange and filling of jerry cans overnight.

A stock take of consumable materials (cable, swages, weak links) and fuel should be taken.

General Condition Ensure the winch is left safe and secure.

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APPENDIX A STANDARD TRACE, CABLE AND JOIN ARRANGEMENT

TRACES WITH DROGUE The traces fitted to the end of the cable must conform to the standard below:

• Tost rings only to be used. • 20m of plastic coated 5mm trace cable, with the 5m nearest the rings

sheathed in rubber/plastic hose. The hose provides some stiffness to the cable and reduces the chance of the cable causing a hook up. A swage join between the section of cable with stiffening hose and the remainder ensures the hose doesn’t slip towards the weak link. Attach a Day-glo to the trace, near the weak link end, to make it highly visible in the event of a weak link break.

• A weak link of appropriate rating (Refer Appendix B), attached by Sister clips. Sister clips are a quick release link that allows the rapid interchanging of different weak links.

• 10-20m of 10mm Nylon rope. Intended to act as a shock absorber and smooth out wind gusts.

• The 20-30m length of cables ensures the drogue is sufficiently far from the glider should it deploy.

• The drogue chute. This is usually attached inline using a U-shackle at each end.

• Sister clips. These allow the drogue chute and trace to be removed for reeling the cable in rapidly, or driving the winch on–road.

• A swivel to allow free rotation of the drogue chute. • A loop of thin cable (usually a single strand of the 5mm cable) attached

to the end of the main cable before the weak link to attach the trace to the tie down points

Diagram of trace arrangement:

6m 20m

Tost Rings

Rubber/Plastic Hose

Plastic sheathed 5mm cable

Weak Link Cable

Day-glo

Weak Tie-Down Link

Drogue Chute

10mm Nylon Rope

20m

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TRACES WITHOUT DROGUE The traces fitted to the end of the cable must conform to the standard below:

• Tost rings only to be used. • 5m (minimum) trace cable. A rubber or nylon hose is used as a sheath

to stiffen the cable and reduce the possibility of a hook-up. • Weak link. Only ”cable” weak links are suitable for traces without drogue

chutes (Refer Appendix B). • A loop of thin cable (usually a single strand of the 5mm cable) attached

to the end of the main cable before the weak link to attach to the tie down points.

• A loop of thin cable (usually a single strand of the 5mm cable) attached to the end of the trace cable to attach a piece of Dayglo to improve visibility of the trace in the event of a weak link break.

TO WINCH

TRACE CABLE AND HOSE

DAYGLO

TIE DOWN WEAK LINK

WEAK LINK

TOST RINGS

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TOST RINGS Only genuine TOST rings should be used. The cable must be fastened to the LARGE ring only, as shown below:

Another type of ring, the OTFUR ring is similar but not approved for winch launching. The OTFUR large ring is round, not elongated as the TOST ring is. OTFUR rings may be used at the end of ground handling towropes as they are cheaper. SISTER CLIPS Sister clips are used to allow easy removal of the drogue chute and trace and for the exchanging of Tost weak links of various breaking strengths. They are separated by aligning the gap on each clip and sliding apart. They are shown below (left) with a swivel to allow the drogue chute to freely rotate below (right):

STRANDED CABLE JOINS USING SWAGES/FERRULES When new cable is added, a fray is cut out or a break has to be repaired, a join will be required. Two aluminum swages are used, and clamped on to the cable as indicated in the diagram below. Approximately 5mm of cable should protrude from the swages, and the gap between swages should be about 50mm.

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Diagram of standard join:

These joins wear with use and eventually have to be replaced. Eliminate short sections with many joins when joining cable after launch failures and when walking cables. Copper swages should be used only on the winch end of the join, in combination with an aluminium swage on the glider end of the join. SOLID CABLE JOINS Solid cable is joined by tying a reef knot in the cable. In order to allow the join to pass through the winch heads, the ends of the cable are wrapped tightly at least three times around the cable. The reef knot can not be pulled as tightly as shown by hand, however a launch or two will nest the knot very tightly. Approximately 300mm of cable is needed to give leverage to wrap the cable around itself, the remainder of which is then cut off using the cable cutters. Picture of reef knot join in solid cable:

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APPENDIX B WEAK LINKS The glider certification assumes a weak link of the correct rating is installed in the cable. The weak link breaks under the application of an excessive load, which prevents overstressing of the structure of the glider. A weak link of insufficient breaking strength will cause nuisance breaks. Each aircraft has a specific weak link requirement found in the aircraft manual or from placards:

Aircraft Winch Release Weak Link

Colour

Blanik L13 650kg Grey Bergfalke IV 500kg White Puchatek 660 kg Grey Arrow 450 kg White Club Libelle 510 kg White Standard Libelle 500 kg White Pik 20B, D 500 kg White Boomerang 450 kg White Astir White DG200 500 kg White Ventus 500 kg White

Colour Weak Link Limit White 500 kg Blue 600 kg

Grey (Not Tost supplied) 645 kg Red 750 kg

It is required that the appropriate weak link be used for the aircraft being launched. Each aircraft should have the weak link strength placarded near the release. The aircraft manual should be referred to in order to determine the appropriate weak link for each particular aircraft type. The Tost weak link holder should be aligned so that the open, or slotted, end is facing the glider. In the event of a weak link break the holder will be retained by the cable end (and not the trace end). This makes loss less likely, due to the possibility that the trace is not readily found, and as spare traces are typically available continued launching is then possible. CABLE WINK LINKS This weak link is a smaller diameter cable of tested breaking strength. The weak link consists of a length of 3mm galvanized steel cable (7x7) with a loop swaged (2 of) each end, about 150mm long from loop to loop. The weak link is

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threaded through the main cable and trace cable loops forming reef knots, as shown below:

TOST WINK LINKS This is a proprietary weak link, which uses interchangeable blades (shown in white at bottom) used to vary the breaking strength. These are only suitable for winches equipped with drogue chutes.

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APPENDIX C CABLE, SWAGES, ETC SPECIFICATIONS AND SUPPLIERS

Main Cable: 5mm galvanized steel cable 7x7 (Approx. 1000m rolls) Main Cable Swages: 5mm aluminium machine press ferrules (low cost)

5mm aluminium hand press ferrules (high cost) Trace Cable: 5mm galvanized steel cable 7x7 with plastic sheath Weak Link Cable: 3mm 7x7 galvanized cable Weak Link Cable: 3mm aluminium machine press ferrules Cable/Ferrules/Tools: BHP Lifting Products

Bullivants (www.bullivants.com) Grand Junction Rd (CNR South Rd) Wingfield 5013 Ph: 8260-4711 / Fax: 8260-5610 Noble A & Son Ltd. (www.nobles.com.au) 80-92 Grand Junction Rd Kilburn 5084 Ph: 8260-6688 / Fax 8260-6260 Glasscraft Marine Pty. Ltd (www.glasscraft.com.au) 247 Pirie St Adelaide 5000 Ph: 8223-3055 / Fax: 8223-7517

Sister Clips Glasscraft Marine Pty. Ltd (www.glasscraft.com.au)

247 Pirie St Adelaide 5000 Ph: 8223-3055 / Fax: 8223-7517

Trace Hose: Rubber hydraulic hose

Nylon water hose

Fitch the Rubber Man 2 George St Hindmarsh 5007 (08) 8346 5193

Day-Glo: Simonson M Australia

140 Days Rd Ferryden Park 8347 0099

TOST rings/Weak links GFA Sales Office

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APPENDIX D LOGBOOK AUTHORISATION STICKERS

Adelaide University Gliding Club Inc.

WINCH DRIVER AUTHORISATION - LEVEL 1 This is to certify that

is authorised to operate the winch in accordance with the AUGC Winch Driving Manual.

Level 1 Winch drivers are not authorised to train other winch drivers.

Issued by (AUGC Level 2 Winch Driver)

Date: CFI to be advised when new authorisations are issued.

Adelaide University Gliding Club Inc.

WINCH DRIVER AUTHORISATION - LEVEL 2 This is to certify that

Issued by Instructor (Level 2 minimum)

Date: CFI to be advised when new authorisations are issued.

is authorised to operate the winch in accordance with the AUGC Winch Driving Manual; to train new winch drivers in the safe and efficient operation of the winch and to issue Level 1 Winch Driver authorisations accordingly.