Airport Considerations:

The airport itself is surrounded by campgrounds in the trees, then a river to the west and highway to the east.  The runway is asphalt in excellent shape as of July 2010 and is surrounded by a guardrail fence to minimize runway incursions by campers, horses, and vehicles.  There is one gate at the north end of the field where service vehicles, glider trailers, etc. may enter for purposes of supporting flight operations.  The terrain between the runway and guardrail is rocky, relatively flat sandy soil with scattered small weeds.  Tall trees surround the airport, but the north end has a campground clearing with fewer obstructions close to the approach.  Steep ridges rise within two miles of the airport in all directions but should not interfere with a close pattern.  There are two windsocks, one at midfield and one at the north end of the runway.  Please sign the guest book located midfield when you arrive.

 

 

Flying Considerations:

The Mt. Rainier National Park Rangers recognize we use ridges at low altitude as a source of lift when necessary but urgently request we avoid multiple overflights and aerotow releases near popular park destinations such as Sunrise.  The Ranger I talked to said the main complaints about gliders in the park occur when we loiter on the ridges near Sunrise and interfere with tourists and photographers.  As long as we are transient along these ridges, we shouldn’t receive complaints or unhappy Ranger visits.  Perhaps the most difficult operation we’ll experience is the recovery of several gliders at once.  In order to lower our risk in this scenario and others, the next several sections contain rules and procedures specific to Ranger Creek.

 

·        Always monitor CTAF (122.9) when within 5 minutes to a possible landing or 5 miles from the field.  If you’re monitoring 123.3 and this “5 or 5 rule” is true, announce your intentions, (Such as, “I’m approaching the airport but hope to find a thermal or ridge soar back out.”) switch to CTAF, then announce these intentions again so the local traffic is aware.  An example situation where you might continue to monitor 123.3 instead of switching would be transiting over the airport at a high altitude where you would not have an effect on landing or departing traffic.

·        No low saves, at 1500ft above the airport, we should be talking on the radio with other gliders to sequence for landing, not thrashing around on a ridge or in the ever present downwind thermal. 

·        Recommended pattern will be a crosswind leg overflying the departure end of the runway at 1000ft AGL to a left traffic pattern.  Obviously, if you come in low just land safely!

·        Remember the airport must remain open to other aircraft and we should expect to share with visitors during the course of a club expedition.  This is another reason monitoring CTAF is imperative near the airport and all glider pilots, tow pilots, and ground crew must coordinate runway/pattern operations with these other users.

·        Look on the runway for people, objects, and vehicles during your pattern.  The FM could be trying to herd elk off the runway and too busy to warn you on the radio. You might need to slow to minimum sink and lengthen your pattern to give him time.

·        Communicate, communicate, COMMUNICATE!

 

 

Ground Crew:

Tow operations should occur between 1000 and 1800 in consideration of the campground.  The assigned field manager will be the safety officer unless delegated and the final authority on ground operations and staging.  They should always be present when gliders are flying in a position near the runway with a retrieve vehicle, orange vest, air horn, and working handheld radio.  It will be the field manager’s responsibility to plan ahead for replacements or substitutions.  At the beginning of the day, the field manager should delegate or confirm the following actions were completed:

 

·        Verify fuel at hand in the towplane and portable fuel tank will meet the expected needs of the day.  A conservative rule of thumb is 7 tows per tank and the closest source of 100ll is Crest Airpark (http://www.crestairpark.com).  Fuel purchases made without club fuel cards will be promptly reimbursed.

·        Verify the runway is clear of FOD.

·        Obtain a weather briefing in conjunction with CFIG(s) in preparation for morning briefing.  Especially important is info on surface winds/fire notams.

·        Establish 3 staging points about 900ft apart along the runway in the direction for landing so gliders can be pushed off immediately after stopping to wait for a retrieve vehicle – either rake and compact the soil or use plywood sheets to make a smooth surface.  Mark the points with orange cones well off to the side runway.

·        Make sure the retrieve vehicles have fuel or are charged for the day, the handheld radio battery is charged, and the airhorn has a working charge.

·        Verify airport gate is only opened as needed and secured if ground crew will not be present near the runway.

 

At the end of the flying day, the following should be delegated or completed:

 

·        The fuel tank is refilled at Crest airpark if necessary.

·        Club gliders are tied down securely away from the runway using rebar stakes or screw stakes if they will work in the rocky ground.  Remember, no permanent tie-downs are at the field and parked aircraft must not interfere with other airport operations.

·        The log sheets and towcards are reconciled.

·        Batteries are charged for the next day.

·        Plan for generator fuel/golf cart fuel as necessary.

·        Remove any cones or materials used along the runway if they would interfere with other transient power traffic.

 

 

Daily Launch and Ground Operations:

Gliders are best staged to the west of the runway at each approach end depending on wind direction.  Nothing moves on the runway without a radio and movements should be conducted in a fashion that allows the runway to be cleared immediately.  The field manager will be constantly vigilant about runway incursions and use the air horn judiciously if gliders are on approach to land and the runway is not clear.  Otherwise, please consider contacting pedestrians or vehicles on the runway directly instead of using the horn so we have an opportunity to educate about runway safety and maybe find new members.  All pilots will attend a mandatory morning briefing run by the CFIG each day before the first launch and a field checkout logbook endorsement will be required for all pilots.  The checkout requirement may be waived at the discretion of a club CFIG.  Depending on wind velocity and direction, when the towplane returns for the next tow, it should either land downwind or land normally and drop the rope at the approach end of the runway.  Trees closer to the south end of the runway will necessitate a steeper approach and touchdown point further up from the approach end.  Prior to being pushed out, the occupants of the next glider to be launched should be ready to go and performing preflight checklists.  Once the towplane has landed, ground crew will push out the next glider out and connect the towline when the pilots are ready.  A mandatory radio check will be done between the glider and towplane prior to each launch.  Unless we face extreme density altitude, rope break turns should be possible in all but the heaviest of gliders.  Tow direction and climb out will be at the discretion of the towpilot with safety paramount, but most likely should remain near the runway until sufficient altitude is achieved.  Tows will avoid flying over Mt Rainier National Park and otherwise maintain 2000ft AGL whenever possible in respect to those enjoying the park and per the request in AC 91-36.  Also, remember to remain 500ft from any persons, vehicles or structures you may come across on the logging roads, trails and ridges we fly over per FAR 91.119c.  Immediately after landing exit your glider and attempt to push it off the runway to the nearest staging point in case traffic needs to land behind you.  If the golf cart is already there, it’s still important to monitor the radio anyway and be prepared to push off at any point during a back taxi.  There are no tie downs at the field, any gliders planning to be tied out need to have stakes and rope brought in and will be tied down in a manner not obstructing airport operations. Remember, this airport is not only used for woodland fire fighting and search and rescue, but injuries in Mt. Rainier National Park air often brought to Ranger Creek to be airlifted out. To recap:

 

·        Daily mandatory pilot briefing after breakfast.

·        Field checkouts required but may be waived the discretion of a club CFIG.

·        Nothing moves on the runway without a working radio and movement is done in a manner always allowing immediate clearing of the runway.

·        Field Manager is vigilant for runway incursions and uses air horn as appropriate.

·        Towplane lands downwind, conditions/safety permitting.  Drops the rope on approach when landing upwind.

·        Gliders always staged on west side of the runway.

·        Departure direction determined by towplane pilot and safety.

·        Tow operations maintain 2000ft AGL over MRNP and preferably any over flight when possible.

·        500ft from persons, vehicles, or structures.

·        Always be prepared to immediately clear the runway after landing, even if a ground vehicle is next to where you stop.

·        Bring any tie downs required as none are present at the field

 

 

Facilities and Recreation:

Camping is allowed throughout the forested areas surrounding the airport right up to the White River which lies about 600 feet west of the runway.  In addition to fishing and playing along the river, horseback riding, hiking, and mountain biking are common activities.  The Sunrise viewpoint on the north slopes of Mt Rainier is also a short drive away.  Each vehicle combination needs to have a USFS permit to park or camp in all the areas administered by the USFS including at the airport campground.  Daily permits can be purchased for $5 cash at the airport itself, but annual permits are also available at any ranger station or outlet (http://www.fs.fed.us/r6/passespermits/vendors.php) such as the Greenwater General Store for $30 and would be cheaper for anyone staying more than 6 days.  Currently, recreational campfires are allowed throughout the campground but it’s obviously been picked clean of most firewood and kindling so consider bringing your own.  There are 2 nicer camp areas called Silver Springs and The Dalles, about 1.5 miles and 4 miles past the airport turnoff respectively.  They both have more conveniences like picnic tables, better spacing between sites, reservation sites, and multiple water sources but fill up quickly.  The airport has multiple bathrooms immediately adjacent to the runway that support the local camping area.  These are clean and well maintained USFS dry toilets but the service period is unknown so extra toilet paper is recommended just in case.  The nearest water source is the previously mentioned Silver Springs campground.  Quiet generators should be brought in for recharging glider and radio batteries and electronics.  So far only Verizon cell phones are confirmed to work in the area of the airport; other providers likely don’t have service according to the USFS Ranger.  The nearest restaurant and a small general store with grocery items and limited supplies are found ten miles down SR410 in the town of Greenwater.  The Crystal Mountain summit restaurant with unparalleled views of Mt. Rainier is open during the summer on Friday and Saturday evenings for sunset dinner and on Sunday for brunch.  The dinner price includes a ride up the chairlift to the restaurant.

Google map of Ranger Creek