glider operating area - Soaring Society of America

The Soaring Society of America, Inc.
P. O. Box 2100
Hobbs, NM 88241-2100
575-392-1177
575-392-8154 (fax)
Phil Umphres, SSA Chairman
Stephen Northcraft, Chair
Government Liaison Committee
1

Background
The Soaring Society of America (SSA) is an organization with over
11,000 members that was created in 1932 to foster and promote all
phases of soaring. The Society is involved in safety programs and
flight training, technological research and development, and
representation to Federal agencies to preserve soaring access to
airports and airspace for SSA members.
For over four decades the members of the SSA have worked with
various FAA entities including Flight Standards District Offices (FSDO),
FAA control towers, and Flight Service Stations (FSS) to ensure the
safe conduct of glider operations on publically funded airports.
The SSA is now seeing the rights of our members to safely
access publically funded airports compromised or denied,
as a direct result of actions by local ADOs.
2

What are Gliders
In its simplest form, a glider is an unpowered aircraft,
an airplane without a motor. While many of the same
design, aerodynamic and piloting factors that apply to
powered airplanes also apply to gliders, that lack of a
motor changes a lot about how gliders work. Gliders
are amazing and graceful machines, and are about as
close as humans can get to soaring like birds.
3

How are they launched aloft
Gliders use three primary methods
To launch:
Towplane
winch
self-launch (motorglider)
The first two methods require
manpower to assist in the launch
by running the wing and signaling
the towplane. Staging a glider on
a runway for launch requires time
to place both the towplane and the
glider in the proper position to launch.
If the facility permits, they can be
staged sequentially, as shown in the figure.
Gliders staging for launch
Some, but not all, motorgliders can takeoff the
same as power aircraft, by taxiing out to the runway.
4

Typical Private Glider Operations
Many glider operations are
conducted on private airfields.
Private operations typically
set up parallel runway operations
in which there is a runway for
staging and launching gliders,
and a separate parallel landing
area for towplanes and gliders
to land. This allows the gliders
to be staged (see previous photo)
for takeoff without interfering
with landing aircraft.
Landing area
Staging and
launch area
5

Typical Public Glider Operations
Glider operations at public airports can take several forms,
depending on the specifics of the airport layout.
At small airports with very little traffic, gliders may operate directly off the main
runway by staging the glider and towplane at the end of the runway.
At airports with multiple runways, gliders may use a different runway from
other aircraft traffic to launch and recover gliders.
Glider operations have been conducted from areas adjacent to runways
To avoid traffic conflicts. These operations are what we want to discuss.
6

Parallel Glider Operations
At several public airports, Glider operations have been historically been
conducted from grass (or paved) areas adjacent to runways to avoid
traffic conflicts and to enhance safety. By separating the glider operation
from the other aircraft using the airport, the inherent conflicts which occur
when gliders are required to launch from and land on the main runway, and
use the same traffic patterns, are avoided. These conflicts manifest themselves
in subtle ways, including blocking the main runway while staging the glider
and towplane for takeoff, blocking the runway again when the glider
lands, and flying closer and slower traffic patterns then powered aircraft using
the same runway.
7

FAA Guidance on Glider Operations
The FAA has provided guidance for parallel operations of traditional and nontraditional
(gliders, ultralights, etc.) forms of aviation. Advisory Circular 90-66A
provides guidance for establishing parallel operations, essentially recommending
that such operations are safer from the standpoint of mixing aircraft types
with dramatically different characteristics at an airport.
From 90-66A, paragraph 8;
8. RECOMMENDED STANDARD TRAFFIC PATTERN.
Airport owners and operators, in coordination with the FAA, are responsible for
establishing traffic patterns. However, the FAA encourages airport owners and
operators to establish traffic patterns as recommended in this AC.
8

FAA Guidance on Glider Operations
In Advisory Circular 90-66A the FAA specifically establishes guidance for
Gliders, in Paragraph 9:
9. OTHER TRAFFIC PATTERNS.
Airport operators routinely establish local procedures for the operation of
Gliders, parachutists, lighter than air aircraft, helicopters, and ultralight
vehicles. Appendices 2 and 3 illustrate these operations as they relate to
Recommended standard traffic patterns.
Glider specific guidance is included in sub-paragraph b, see next page.
9

Parallel Glider Operations
Paragraph 9b of
AC 90-66A addresses
Gliders specifically.
10

Parallel Glider Operations
Appendix 2 illustrates the recommended
traffic patterns for parallel glider operations.
It also identifies a "glider operating area", and
As shown in the illustration, this area could
be used for both takeoff and landing of
Gliders, and includes recommendations
for glider traffic patterns.
Concurrent
patterns
The question of establishing a "glider
operating area" and appropriate traffic
patterns is the basis of our inquiry.
Opposing
patterns
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Parallel Glider Operation Issues
The SSA was more than simply an interested observer when the guidance
described in AC 90-66A was developed. We wanted a "blueprint" for
airport owners and operators to use for establishing glider operations
at public airports.
The guidance was developed based on experience with glider operations
at public, and private, airports over several decades for the purpose of
establishing a consistent way for airport operators to determine how to
conduct glider operations safely.
Long established parallel "glider operating areas" at several airports
are now being challenging by local Airport District Offices (ADO)
despite the fact that these operations may have perfect safety records,
and were established with the knowledge and advice of the FAA.
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Parallel Glider Operation Issues
The ADOs are using specific paragraphs of AC 150/5300 in their
determination of compliance. The paragraph cited is 207 which reads:
207. PARALLEL RUNWAY SEPARATION
a. Standard. For simultaneous landings and takeoffs using
visual flight rules (VFR), the minimum separation between
centerlines of parallel runways is 700 feet (214 m).
However, this is for "simultaneous" operations. There is no definition
if the operation is simply adjacent and not simultaneous. Typical
glider operating agreements often preclude simultaneous operations for
this very reason.
Additionally, this "guidance" does not differentiate based on classes of
aircraft using the parallel runways.
The SSA believes that this paragraph is being mis-interpreted by the ADOs
to preclude safe glider operations by assuming that any adjacent
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glider operation is "simultaneous".

Parallel Glider Operation Examples
In the past year one glider operation has been closed as a result of
ADO concerns. A second been threatened with closure as a result
of the local ADO raising concerns. A third has seen the ADO renege
on an agreement resulting in a significant compromising of the safety
of the glider operation, and a 4th was denied the establishment of a
parallel "glider operating area" that was requested. A fifth glider
operation in which a parallel operation was closed several years ago
is now threatened by ADO action for other reasons.
The operations:
Hemet, CA
Arlington, WA
Ephrata, WA
Midlothian, TX
Frederic, MD
glider operation was closed, letter to glider
representative cited the parallel operations
Glider operation being reviewed, ADO sent
letter stating that the operation was "unsafe"
ADO reneged on agreement to allow airport
to declare the parallel runway "glider only"
after 2 years of operations
parallel glider operation denied.
parallel operation closed, ADO claims that
the glider lease is not "fair market value"
14

Hemet, CA Example
Background:
Status:
over 40 years of glider operations at the Hemet, CA
airport (HMT). Parallel runway operation established
and indicated in the Airport Facility Directory (AFD).
Parallel Glider operation closed October, 2009. Currently
no glider activity at airport. Glider pilots considered
change from parallel operation to main runway "unsafe".
In letter dated August 18, 2009 to glider representatives,
the airport specifically cited the parallel operation:
Other claims made in that letter are either contested by the
glider community or were not mentioned by the airport prior
to the release of that letter.
15

Hemet, CA Example
Parallel glider operation
described in AFD, runway
shown. Now closed.
350 foot separation between
Main runway (5-23) and
Glider runway (4-22) deemed
By ADO to not be in
compliance with AC 150/5300
despite 40 year history of
operations.
16

Arlington, WA Example
Background:
Status:
over 20 years of glider operations at the Arlington, WA
airport (AWO). Parallel runway operation established
in the grass area parallel to the main runway (16-34)
approximately 350 feet centerline to centerline. Two
cross taxiways divide the grass area into 3 distinct
sections. The gliders are launched from the center area
and land on the end area, depending on the wind
direction. Patterns are opposite from the power traffic.
ADO sent letter to airport declaring glider operation "unsafe"
and later suggested moving the operation to the west to meet
the 700 ft issue; result would have been a runway 1500 ft AGL ceilings at current
location. Still in discussion phase.
17

Arlington, WA Example
Ultralight
operation
Suggested
New area
Current glider staging and takeoff area
Current glider landing areas
Other issues include "pedestrians" and staging. There has been discussion
whether or not personnel can be allowed to "maneuver" gliders from the
tiedown area to the staging area for takeoff.
18

Ephrata, WA Example
Background:
Status:
glider operation established on the ramp in 1971 with
concurrence of local FSS and FSDO. Consisted of parallel
glider operation on ramp with takeoff area and adjacent
landing area (not simultaneous). In 2003, ADO declared
glider operation "not in compliance" (

Ephrata, WA Example
BEFORE
Original landing area
AFTER
Signs located on
either side of OFA
Original takeoff/staging area
No accident history
For over 30 years
New ramp
runway
Gliders must stage outside yellow lines
and launch diagonally onto runway
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Ephrata, WA Example
Airport has been informed that
dedicating the ramp runway (4-22)
to "glider use only" is not in compliance
and that the runway must be available
to all users.
ADO informed by airport that Order
5190.6B , Paragraph 14.3 specifically
allows for:
"A prohibition or limit may be based on
safety or on a conflict between classes
or types of operations."
And:
that as long as an equivalent capability
for other aircraft is provided, the
prohibition is acceptable:
"..to the extent that they are consistent
With the sponsor's obligations…"
21

Midlothian, TX Example
Background:
Status:
SSA received a request from a member to assist in
establishing a parallel glider operation at the Midlothian, TX
airport (JWY). Correspondence indicates that Airport is using
guidance in AC 150/5300 as a basis for restricting the glider
operation to main runway and has been consulting with FAA
entities to "prevent glider operations on grass". No history of
accidents or incidents related to glider operations.
This appears to be an example of an airport trying to
"upscale" and the glider operation does not fit with their
long term plans.
As an aside, the glider operation is run by an FAA DE and
has the FAA's national contract for initial and recurrent
glider training of Aviation Safety Inspectors.
22

Midlothian, TX Example
Insufficient clearance available
for "parallel operations"
23

Frederick, MD Example
Background:
Status:
In 1989 FDK used $5M in AIP money to pave runway
12-30 and establish a "glider operating area" (GOA) adjacent
to it. The GOA was approved by the FAA. Concurrent with
the establishment of the GOA, the local glider club signed a
20 years lease for property adjacent to the GOA and
developed hangars and a clubhouse; the facility to revert to
FDK ownership on expiration of lease in 2012. In 2003, the
local ADO claimed that the GOA was not documented and
informed FDK that the GOA had to cease. More recently, the
ADO informed FDK that the lease signed by the glider club
was not at "fair market value", and that they would withhold
further AIP funding from FDK until the leased was
changed.
The glider operation is currently being conducted from runway
12-30. FDK has not abrogated the glider club lease and the
ADO is withholding AIP funding ($13M).
24

Frederick, MD Example
The glider hangar will revert to FDK
ownership with the expiration of the
glider club lease in 2012
Glider runway
(closed)
25

Summary
Local ADOs have required changes to several long
standing glider operations despite:
No record of safety issues
FAA concurrence with original operational design
(consistent with AC 90-66A)
No coordination with FSDO (or even over their objection)
The ADO for Frederick, MD is questioning the "fair market value" of a lease
signed 18 years ago.
In some cases the ADO appears to be a willing partner in driving the gliders off
non-commercial public airports.
ADOs are withholding, or threatening to withhold, funding from airports based
on interpretation of standards that is not consistent with FSDO interpretation
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Recommendations
The SSA recommends the following actions to address
the issues we have noted:
1) AC 150/5300 paragraph 207 be revised to clarify that
"non simultaneous" parallel VFR operations closer than the
700 foot separation quoted are acceptable; consistent with
AC 90-66A.
and
2) The ADOs cease the practice of holding airport funding
hostage to strict adherence to AC 150/5300; particularly in
cases where the FSDO and the ADO do not agree on operations
(airports can not move existing runways, for example)
and
3) The ADOs coordinate with, and defer to the recommendations
of, the FSDOs regarding operations and safety of operations
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