• Avoid driving across the runway, and park motor vehicles only in designated areas. 
• The area between the workshop hangar and the runway should remain clear.  This includes gliders, and glider trailers, as well as motor vehicles.  The clear space at the front of the hangar is used to provide a safety margin of clearance for airplanes that are conducting takeoffs and landings.

• Coordinate trailer parking location with field manager
• After assembly, do not leave the glider unattended until it is tied down.  Consider the space required for gliders in adjacent trailers.

• Gliders should remain secured until being positioned for takeoff and should again be secured as soon as practical after landing , to prevent injury or damage.  
• Never leave the tail dolly installed if the glider will not be constantly controlled.  Inadvertent rotation may occur suddenly with a gust of wind, if the tail dolly is installed.

• R - Painted on the approach end of each runway - indicating a Restricted Airfield
• Arrows - Painted on the runway, prior to the Displaced Threshold
• Chevrons - Painted on the asphalt, just prior to the end of the runway
• White Lines - Runway edge markings

• Transient aircraft, unaware of our glider operations, often fly close to the field 
• There are a wide variety of experience levels by participating pilots
• There is only a single runway operation, and space is limited 
• There is a mixture of gliders and powered aircraft
• Departing traffic is always to the north, but landing traffic may be to the north or to the south.
• The parking ramp and all operations are at the south end of the field.
  

• Signals to be used on the ground:
  

• Signals to be used while in the air:
  

Use of radios

VHF Radio Frequency of 123.30 is the primary operating frequency at Williams Soaring Center. The call sign of the office at Williams is "Williams Base". The tow planes normally operate on 123.30. Radio Frequency 123.50 is also an authorized operating frequency for gliders, but is normally NOT monitored by staff personnel.

When preparing for takeoff and landing, monitor radio frequency 123.30. Do NOT assume that no one is listening to the radio.  If you have a radio available to you, then please use it.  Make normal radio calls as recommended by the FAA, in the Airman's Information Manual. The radio is not a substitute for visual signals.  The radio should be used in addition to the visual signals.  

Aborted takeoffs
The tow plane will normally remain on the runway, and if possible, will stop straight ahead.  As you can see in this photo looking to the south, there is sufficient room to avoid an over run collision. Review this photo and consider the options that may be available to you in the event of an aborted takeoff.  The areas encircled with red pencil are drainage ditches.  Since this photo is looking towards the south, you must visualize the tow plane and glider are coming towards you in this photo. Note that these are drainage ditches are parallel to the runway. On the east side, the canal/ drain ditch, is edged with a berm of high ground, and it runs nearly the entire length of the field.  You are advised to not move excessively to the east.





Tows
The glider pilot should communicate with the tow pilot as necessary before the launch is initiated. Considerations should be given to discussing the following:

• wind on takeoff roll
• weight of the glider (water ballast, passengers)
• length and condition of the tow rope
• power of the tow plane
• direction of turn immediately after takeoff
  
• condition of emergency landing fields on departure
  
• expected location of the release
  
• release height of the tow
• other special circumstances
  

• Just after the tow plane starts a left turn, you may choose to land straight ahead, as indicated by the short blue arrow in this next illustration. 
• At a slightly higher altitude, you may decide that the dirt road running to the south between the fields is a better option, and
• if you are high enough, you may decide that a right turn of 270 degrees would be your best option.  

This illustration provides you with a view, as it appeared when the photo was taken.  Undoubtedly, the fields have changed since then.  Evaluate the existing conditions carefully on the day of your flight, and make the decision that you feel is best.





The runway is nearly surrounded by cultivated fields, with only a few structures in the vicinity of the gliderport.  An emergency landing, resulting from a break of the tow rope or any other cause, should not be impeded by a lack of clear space.  There are however, canals, dikes, fences, power lines, flooded fields, and rough ground to contend with during this type of emergency.  Due to the changes caused by rain and agriculture, pilots should confer with a staff instructor and/or the tow pilot for recent changes in conditions, prior to launch, and should note recent changes themselves on each and every launch.

All pilots are reminded to be primarily concerned about safety, rather than to give consideration to convenience when selecting a place for an emergency landing.

Dual Tows
A dual tow is accomplished with a single tow plane towing two gliders simultaneously.

An additional tow rope, approximately 100 feet or more longer than the first rope, is added to the tow plane. Each rope is independent of the other and if an emergency release is accomplished by the tow pilot (the tow pilot jettisons the rope connection from his end) then both ropes are detached from the tow plane at the same time, and each rope remains independent of the other.

A glider pilot should not participate in a dual tow operation unless he is familiar with the procedures that will be used. Each pilot in the formation is responsible for his/ her own safety, and should interact accordingly when agreeing to participate in a dual tow. The more experienced pilot is normally positioned at the end of the long rope, and is designated the flight leader. The flight leader will review the procedures with the pilot on the shorter rope, and will insure that the tow pilot is familiar with the procedures that will be used.

The following procedures have been used in the past, and have proven to be safe, simple and effective. It is recommended that you print out a copy of this Dual Tow Briefing Card, and use it as a reference. Click on the card to see a larger size before printing.

A text version of the Dual Tow Briefing Card follows:

Dual Tow

Brief and use these procedures, or explain to the other pilots the items you intend to do differently:

1.) Long rope is the leader of the glider formation.
2.) Short rope calls leader and states "Up & ready."
3.) Long rope calls tow pilot and states "xx, flight of two, ready for takeoff"
4.) Short rope lifts off normally, stays either on centerline or slightly left and does not descend below a normal tow position.
5.) Long rope stays either on centerline or slightly right and assumes low tow position as soon as practical after takeoff.
6.) Long rope initiates the release by announcing, "Standby" followed by "Releasing now" and turns right.
7.) Short rope releases and turns left.
8.) Towplane goes straight ahead.

Dual tow illustrations
The glider on the shorter rope is on the centerline of the runway, and the rope for the longer rope glider is placed to the right of the forward glider.

Preferably, at 20 feet in the air, the short rope glider assumes a position no lower than normal tow height and moves to the left of centerline, whereas the long rope glider is slightly below normal tow height, and is remaining to the right of centerline. The first photo illustrates an optimum performance, the second photo shows good lateral displacement, but long rope glider could be lower and more to the right of centerline. These photos are courtesy of glider pilot Tom Jue.

Initially, the lateral displacement is maintained, until the long rope glider assumes the low tow position. This photo illustrates the beginning of the transition of both gliders moving to centerline.

While climbing, the longer rope glider is in low tow position, and both gliders are approximately on centerline.

Upon release, the forward glider (blue) turns left, and the rear glider (red) turns right, as shown in the real time graphic. These gliders have just released from tow over Walker Ridge - Clear Lake and Mt Konocti may be seen in the background.

.

These graphics have been extracted from the SeeYou replay of an actual dual tow which departed from Williams, and was recorded on each glider's GPS Cambridge flight recorder.

Returning to the field for landing.
All pilots are expected to return to the field with sufficient altitude to accomplish a normal traffic pattern.  The normal traffic pattern altitude is 1,000 to 800 feet, with 800 considered the minimum altitude on downwind.

If you return to the airfield area with excess altitude, it is recommend that you cross to the east side of the field, and descend well clear of the downwind.  This will allow others to see you and for you to see others that may be entering the traffic pattern.  Here is an illustration of such a maneuver.




When not planning to enter the pattern on a 45 degree entry leg, be sure to announce when you are five minutes prior to landing, and clearly state your position and intentions when you are two minutes prior to landing.  Continue to let other pilots know where you are, and continue to state your intentions.


Traffic patterns
The routine direction for landing is to the south, but you may choose to land either to the south or to the north.  The downwind leg for landing remains on the east side of the gliderport, regardless of whether the land north or south. This results in left hand traffic landing to the south on Runway 16, and right hand traffic when landing to the north on  Runway 34.

The landmark called "Two Barns" is used as a reference for traffic pattern entry using a 45 degree entry leg, landing south.

Here is a photo showing  "Two Barns" in the far distance (see red arrow).  The 45 degree entry landing south, along with downwind and base leg are illustrated with blue arrows....