CHARACTERISTICS: Geographical location, climate
and environment After Vipiteno and Bolzano, it's the
airfield in Italy. It's situated in the Tagliamento
Valley, 10 km from Tolmezzo (ca. 10000 inhab.), 50 km
from Udine (ca. 100000 inhab.), 56 km from Tarvisio and
almost 15 km from the Amaro freeway exit. The climate is
a typical alpine one, with the absence of fog and strong
reversals. With many "smoky" days, they can be head on,
windy and not very humid even if it's rainy but,
nonetheless, within the alpine average (ca. 100 days and
1500 mm of rain). It's about 12 km from the Mount
Zoncolan skiing station (1.740 metres), 22 km from the
highest mountain in the Carnia region, Mount Coglians
(2.780 m). It's located in an area with a certain
environmental value because of the presence of woods and
pastures from the particular geological conformation of
Mount Coglians' park and is very close to the Austrian
border.
OROGRAPHY: To the south of the airfield and the Tagliamento Valley, there is a long and tall mountainous chain (M. Verzegnis 1.970 m) and the Pedemont mountains that "withhold" the humid currents from the plains. The airway disposes of an almost continental type of climate without the typical thermal reversals and the humidity we find in the plains of the Po. The East-West configuration of the valley makes for optimal and long lasting solar radiation of the slopes, which aren't very far from the field. The fact that the residential areas are far and the riverbed is near, allow the flight activities to take place without disturbing the population too much.
PLUVIOMETER: Annual precipitations in Friuli
In the illustration we can
see the mountainous lay out of the Region starting
with the curved line of the pedemont mountains which
separate the plains from the mountains, and the
mountainous barrier situated behind them. The warm
and humid currents from the Adriatic come up against
this barrier, they condense and cause the
exceptional tendency to rain (the highest reading
can be found in the Musi area with 3323 mm a year).
And so it is that one of the most intense European
"rain situations" is determined. this phenomenon
influences the correlation between hydrographic and
geological conformation of the Region. The average
of the airway zone is about 1500 mm of
precipitation, with about 100 rainy days a year. The
field's position (on the other side of the pedemont
line that acts as a natural mountainous barrier and
rain shield with 3300 mm and 180 rainy days a year
registered on Mount Canin). It is therefore a
favorable airfield, particularly for gliding. This
allows frequent flights to the north (towards Lienz
airfield, km 38), north-east (towards Notsch
airfield, km 60) and north-west (Cortina d'Ampezzo,
km 58), with plafond elevated in optimal zones for
flights with gliders.
FLIGHT CHARACTERISTICS: Enemonzo is inside district IV singled out by Gioacchino v. Kalkreuth (district that spans from the Valley of Sole to the low parts of Carinzia), which in 1977 in the article "The new destination of alpine flight" asserts "omissis... We can see that the Record Area to the north of the main mountain chain, between Sion, the Rhone Valley and the Sommering pass, is about 650 km wide, while on the southern slopes, between Trano in Valtellina,the mass of the Karolpe (east of Klagenfurt) is reduced at about 370Km. The total width is 170Km, closed in by the unsurpassable barrier should be placed between the towns of Gemona-Belluno-Trento and the German and Austrian plains...ect.". This is certainly an authorative opinion in the present circumstances. ______________________________________________________________________________________________________________________________________________________________________
STANDARD CIRCUIT:
TRAFFIC REGULATION DIAGRAM: To have a detailed view of the map you may load the file in PDF format in " Il Circuito" folder. Attention: the file is 1718KB.
Stating beforehand that traffic regulation at Enemonzo Airfield was studied by loyally copying what's standardized in Guido Bergomi's book, "The hang gliding pilot" and specific traffic and obstacles' needs, we bring to attention the fact that takeoffs are to be made from the tested 09 runway and that landings are to be made windward. THE FIELD FOR APPROACHING: (to the North for gliders- to the south for VDS and motors) Entry point: -Enemonzo's belltower for gliders for 27; -Quinis' belltower for gliders for 09; -above the Tagliamento for VDS and motors, aligned with 27 or 09 headwind for, respectively the 09 and the 27. THE WINDWARD PASSAGE: -to the north of the field about 500 m away and at 250 m altitude for glides; -to the south of the field about 250 m away and at 150 altitude for VDS; -to the south of the field about 500 m away and at 250 m altitude for motors. THE BASIC TURN: Should begin when the inner wing passes a 45 degree point of support. THE BASIC PASSAGE: Perpendicular to the runway at about 150 m for gliders and motor flights; perpendicular to the runway at about 100 m for VDS. FINAL TURN: -It’s imperative to make coordinated turns (not only foot). ENDING: -At about 100 m for gliders and motors; -at about 75 m for VDS. LANDING: always long and free on the right-hand side. _____________________________________________________________________________________________________________________________________________________________________ PILOTING TECHNIQUES: THE CIRCUIT SPEED: Barring particular instructions dictated by the flight manual, the velocity that's to be maintained in a normal circuit is about 1,5 times the stalling speed. This velocity should never be reduced until the glider is a couple of meters from the ground. It should be increased in case of contrary winds or of strong turbulence. The characteristic points of the circuit: 1) THE APPROACHING ZONE: -During his flight, the Pilot should plan his maneuvers so as to find himself in the approaching zone at about 250-300/100-120 (VDS) meters altitude. The Pilot should pay close attention; visually as well as listening to the radio communications, to the existing air traffic in the area and act accordingly. 2) ENTRY POINT: -The standard entry point takes place at a 45-degree angle of the downwind stretch. When approaching this entryway the Pilot will make the following maneuvers: Speed- trim Undercarriage lowered (if retractable) Radio Communication. The entry in the circuit may take place directly with a 45 degree turn or, optionally, with one or two spiral turns, depending on the altitude of the adjacent air traffic. The Pilot may, if necessary, use the flaps. In any case the eventual spirals should be executed in the same circuit. 3) THE LEEWARD STRETCH: The lateral distance from the runway may be indicated in about 500/200 m. The altitude should be included in 150 and 200/100-150 meters in correspondence of the crossbar of the landing area. During the leeward stretch, the Pilot will always keep speed, altitude and descent ratio under control and also the airport traffic. He will keep the wind in mind so as to correct drifting. He will check: -speed-correct -undercarriage-lowered and locked -flaps-tried and retracted -landing area- free. 4) THE BASIC TURN: This turn is connected to the altitude ant the descent ratio in which the glider is. It should be made in advance when the altitude is low or the descent is faster than normal and vice versa. Under normal conditions the basic turn should be made when the glider is at 45 degrees from the landing site. 5) BASIC STRETCH: It's important to carry out a straight stretch before starting the final turn. According to the wind the drift should be corrected and the exact moment to begin this final approach should be decided. Especially in case of wind at the crossbar, the observation of how the aircraft acts in the basic turn, will be very useful in making a correct alignment during the final turn. (The Pilot will make, if required, the last radio call). 6) THE FINAL TURN: It's the most difficult to carry out correctly. During this turn the prescribed speed should be maintained with great care. It should be carried out so as to find oneself aligned with the runway at an altitude included between 50 and 100 meters. The most common error is of not considering the drift and ending the turn not aligned. The result is an abruptly ended turn or an ending out of alignment with the direction of landing, with the subsequent last minute corrections. The error that should absolutely be avoided is to try to bring the aircraft to the center of the runway by using your feet only. In doing so a skid will happen that could cause, in extreme cases, stalling because of crossed commands. It will be necessary to check during the turn if it's radius should be increased or reduced so as to straighten out and be aligned with the runway. These possible variations should be carried out in a coordinated manner, with the ball in the center. Especially in case of an accentuation of the turn, the Pilot should be convinced that it's much safer to increase the angle (not 45 degrees naturally) with the ball in the center, than it is to maintain a small angle and adjust with the feet. 7) ENDING: The basic parameter in this phase is speed. It should be as constant as possible, maintained thanks to variations of trim on the bar. Another basic parameter is the descent trajectory. It would be optimal to keep this angle within an average rate, neither too flat nor too steep. (It should be regulated with the use of the flaps. If the trajectory is far from the ideal track, the flaps should be completely extended or retracted so as to bring the craft to the ideal track as quickly as possible). With a stabilized trajectory and constant speed, the Pilot may reckon the so-called Target Site, which is the point where the trajectory intersects the ground. This point should be between 50 and 100 meters away from the point where you want to touch the ground, which will be between 50 and 100 meters away from the stopping point. COMMON ERRORS IN THIS PHASE ARE: -Not keeping a constant speed. This means having 2 variable parameters to judge, that is altitude and speed. If instead the speed is kept constant, the Pilot will have one parameter alone, and that is the altitude to adjust with the flaps. -Another error is to use the flaps jerkily and feverishly. In this case the trajectory will vary continuously. Instead the flaps should be used slowly, held for an instant in the position that is estimated ad the right one and this is the only way to have an idea of the actual trajectory in regards to the target site. The necessary corrections should be measured and gentle, keeping in mind that on many gliders the flaps tend to move by themselves and that they will therefore need to be held in the desired position. 8)CALL BACK AND LANDING: In most gliders, when the main wheel and rear wheel are touching the ground, the positive trim angle is very small and the angle of incidence that derives is definitively inferior to the one of maximum lift. Contrary to what happens in motor aircraft, where it's possible to obtain increased trim, the glider, normally, will need to be "guided" to earth at a speed that's faster than stalling speed. So the call back needs to be very gentle and of little extent. In other words the pilot will need to stop the descent by making a gentle connection between the trajectory and the leveled flight that precedes the touchdown. After a certain parallel stretch very close to the ground, the glider will touch the ground almost by itself. The Pilot will continue to pilot the glider with gentle movements but steadily wider until it stops on the runway. LANDING WITH A LEEWARD WIND: In case of transverse wind it's necessary to adopt an adequate piloting technique: the Pilot will define a correction of drift against the wind with an entity so that the glider's trajectory will coincide with the extension of the runway axis. The wings will need to be leveled with the ball in the center. Possible corrections of the prow caused by a strong or feeble drift (keep in mind that the wind always changes near the ground) should be made with small but correct turns. This situation should be maintained until the beginning of the call back. At this point the Pilot should straighten the longitudinal axis of the glider and make it coincide with the runway axis giving foot on the opposite side of the wind. Simultaneously, so as to avoid leeward ness in the wind, he should tilt the glider slightly against that wind. In other words he will position himself so as to slide in axis to the runway and will start the call back and land keeping this position until a complete stop. As the speed decreases, on the ground, the controls should be increasingly deflected and at a certain point, the Pilot will find his foot all to one side and the barr to the other. Be careful not to let the leeward wing be raised so as to keep the opposite wing from touching the ground and so avoiding certain damage to the glider. GIURIDICAL REGULATIONS: Start leeward for the landing: according to the prevailing wind that may be seen thanks to the sleeve in the center of the north track; -on the south side of the field, over the river, at about 250 m, for motor and VDS, respectively motors on the right-hand for 09 and left-hand for 27; -on the north side of the field, above Quinis and Enemonzo, at about 250 m, for gliders respectively left-hand for 09 and right-hand 27; -the Pilot remains responsible for abiding the normative in force in regards to the use of territory and the environment; -the use of the airway doesn't include responsibility by the Responsible Administration and the C.V.N.E. O.N.L.U.S. Association; -aircraft should convey flight plans or communicate them to the Airport Management of Ronchi dei Legionari and the Police and Carabinieri Station of Tolmezzo. TRAFFIC REGULATION DIAGRAM: To have a detailed view of the map you may load the file in PDF format. Attention: the file is 1718KB.
OROGRAPHY: To the south of the airfield and the Tagliamento Valley, there is a long and tall mountainous chain (M. Verzegnis 1.970 m) and the Pedemont mountains that "withhold" the humid currents from the plains. The airway disposes of an almost continental type of climate without the typical thermal reversals and the humidity we find in the plains of the Po. The East-West configuration of the valley makes for optimal and long lasting solar radiation of the slopes, which aren't very far from the field. The fact that the residential areas are far and the riverbed is near, allow the flight activities to take place without disturbing the population too much.
PLUVIOMETER: Annual precipitations in Friuli
In the illustration we can
see the mountainous lay out of the Region starting
with the curved line of the pedemont mountains which
separate the plains from the mountains, and the
mountainous barrier situated behind them. The warm
and humid currents from the Adriatic come up against
this barrier, they condense and cause the
exceptional tendency to rain (the highest reading
can be found in the Musi area with 3323 mm a year).
And so it is that one of the most intense European
"rain situations" is determined. this phenomenon
influences the correlation between hydrographic and
geological conformation of the Region. The average
of the airway zone is about 1500 mm of
precipitation, with about 100 rainy days a year. The
field's position (on the other side of the pedemont
line that acts as a natural mountainous barrier and
rain shield with 3300 mm and 180 rainy days a year
registered on Mount Canin). It is therefore a
favorable airfield, particularly for gliding. This
allows frequent flights to the north (towards Lienz
airfield, km 38), north-east (towards Notsch
airfield, km 60) and north-west (Cortina d'Ampezzo,
km 58), with plafond elevated in optimal zones for
flights with gliders.
FLIGHT CHARACTERISTICS: Enemonzo is inside district IV singled out by Gioacchino v. Kalkreuth (district that spans from the Valley of Sole to the low parts of Carinzia), which in 1977 in the article "The new destination of alpine flight" asserts "omissis... We can see that the Record Area to the north of the main mountain chain, between Sion, the Rhone Valley and the Sommering pass, is about 650 km wide, while on the southern slopes, between Trano in Valtellina,the mass of the Karolpe (east of Klagenfurt) is reduced at about 370Km. The total width is 170Km, closed in by the unsurpassable barrier should be placed between the towns of Gemona-Belluno-Trento and the German and Austrian plains...ect.". This is certainly an authorative opinion in the present circumstances. ______________________________________________________________________________________________________________________________________________________________________
STANDARD CIRCUIT:
TRAFFIC REGULATION DIAGRAM: To have a detailed view of the map you may load the file in PDF format in " Il Circuito" folder. Attention: the file is 1718KB.
Stating beforehand that traffic regulation at Enemonzo Airfield was studied by loyally copying what's standardized in Guido Bergomi's book, "The hang gliding pilot" and specific traffic and obstacles' needs, we bring to attention the fact that takeoffs are to be made from the tested 09 runway and that landings are to be made windward. THE FIELD FOR APPROACHING: (to the North for gliders- to the south for VDS and motors) Entry point: -Enemonzo's belltower for gliders for 27; -Quinis' belltower for gliders for 09; -above the Tagliamento for VDS and motors, aligned with 27 or 09 headwind for, respectively the 09 and the 27. THE WINDWARD PASSAGE: -to the north of the field about 500 m away and at 250 m altitude for glides; -to the south of the field about 250 m away and at 150 altitude for VDS; -to the south of the field about 500 m away and at 250 m altitude for motors. THE BASIC TURN: Should begin when the inner wing passes a 45 degree point of support. THE BASIC PASSAGE: Perpendicular to the runway at about 150 m for gliders and motor flights; perpendicular to the runway at about 100 m for VDS. FINAL TURN: -It’s imperative to make coordinated turns (not only foot). ENDING: -At about 100 m for gliders and motors; -at about 75 m for VDS. LANDING: always long and free on the right-hand side. _____________________________________________________________________________________________________________________________________________________________________ PILOTING TECHNIQUES: THE CIRCUIT SPEED: Barring particular instructions dictated by the flight manual, the velocity that's to be maintained in a normal circuit is about 1,5 times the stalling speed. This velocity should never be reduced until the glider is a couple of meters from the ground. It should be increased in case of contrary winds or of strong turbulence. The characteristic points of the circuit: 1) THE APPROACHING ZONE: -During his flight, the Pilot should plan his maneuvers so as to find himself in the approaching zone at about 250-300/100-120 (VDS) meters altitude. The Pilot should pay close attention; visually as well as listening to the radio communications, to the existing air traffic in the area and act accordingly. 2) ENTRY POINT: -The standard entry point takes place at a 45-degree angle of the downwind stretch. When approaching this entryway the Pilot will make the following maneuvers: Speed- trim Undercarriage lowered (if retractable) Radio Communication. The entry in the circuit may take place directly with a 45 degree turn or, optionally, with one or two spiral turns, depending on the altitude of the adjacent air traffic. The Pilot may, if necessary, use the flaps. In any case the eventual spirals should be executed in the same circuit. 3) THE LEEWARD STRETCH: The lateral distance from the runway may be indicated in about 500/200 m. The altitude should be included in 150 and 200/100-150 meters in correspondence of the crossbar of the landing area. During the leeward stretch, the Pilot will always keep speed, altitude and descent ratio under control and also the airport traffic. He will keep the wind in mind so as to correct drifting. He will check: -speed-correct -undercarriage-lowered and locked -flaps-tried and retracted -landing area- free. 4) THE BASIC TURN: This turn is connected to the altitude ant the descent ratio in which the glider is. It should be made in advance when the altitude is low or the descent is faster than normal and vice versa. Under normal conditions the basic turn should be made when the glider is at 45 degrees from the landing site. 5) BASIC STRETCH: It's important to carry out a straight stretch before starting the final turn. According to the wind the drift should be corrected and the exact moment to begin this final approach should be decided. Especially in case of wind at the crossbar, the observation of how the aircraft acts in the basic turn, will be very useful in making a correct alignment during the final turn. (The Pilot will make, if required, the last radio call). 6) THE FINAL TURN: It's the most difficult to carry out correctly. During this turn the prescribed speed should be maintained with great care. It should be carried out so as to find oneself aligned with the runway at an altitude included between 50 and 100 meters. The most common error is of not considering the drift and ending the turn not aligned. The result is an abruptly ended turn or an ending out of alignment with the direction of landing, with the subsequent last minute corrections. The error that should absolutely be avoided is to try to bring the aircraft to the center of the runway by using your feet only. In doing so a skid will happen that could cause, in extreme cases, stalling because of crossed commands. It will be necessary to check during the turn if it's radius should be increased or reduced so as to straighten out and be aligned with the runway. These possible variations should be carried out in a coordinated manner, with the ball in the center. Especially in case of an accentuation of the turn, the Pilot should be convinced that it's much safer to increase the angle (not 45 degrees naturally) with the ball in the center, than it is to maintain a small angle and adjust with the feet. 7) ENDING: The basic parameter in this phase is speed. It should be as constant as possible, maintained thanks to variations of trim on the bar. Another basic parameter is the descent trajectory. It would be optimal to keep this angle within an average rate, neither too flat nor too steep. (It should be regulated with the use of the flaps. If the trajectory is far from the ideal track, the flaps should be completely extended or retracted so as to bring the craft to the ideal track as quickly as possible). With a stabilized trajectory and constant speed, the Pilot may reckon the so-called Target Site, which is the point where the trajectory intersects the ground. This point should be between 50 and 100 meters away from the point where you want to touch the ground, which will be between 50 and 100 meters away from the stopping point. COMMON ERRORS IN THIS PHASE ARE: -Not keeping a constant speed. This means having 2 variable parameters to judge, that is altitude and speed. If instead the speed is kept constant, the Pilot will have one parameter alone, and that is the altitude to adjust with the flaps. -Another error is to use the flaps jerkily and feverishly. In this case the trajectory will vary continuously. Instead the flaps should be used slowly, held for an instant in the position that is estimated ad the right one and this is the only way to have an idea of the actual trajectory in regards to the target site. The necessary corrections should be measured and gentle, keeping in mind that on many gliders the flaps tend to move by themselves and that they will therefore need to be held in the desired position. 8)CALL BACK AND LANDING: In most gliders, when the main wheel and rear wheel are touching the ground, the positive trim angle is very small and the angle of incidence that derives is definitively inferior to the one of maximum lift. Contrary to what happens in motor aircraft, where it's possible to obtain increased trim, the glider, normally, will need to be "guided" to earth at a speed that's faster than stalling speed. So the call back needs to be very gentle and of little extent. In other words the pilot will need to stop the descent by making a gentle connection between the trajectory and the leveled flight that precedes the touchdown. After a certain parallel stretch very close to the ground, the glider will touch the ground almost by itself. The Pilot will continue to pilot the glider with gentle movements but steadily wider until it stops on the runway. LANDING WITH A LEEWARD WIND: In case of transverse wind it's necessary to adopt an adequate piloting technique: the Pilot will define a correction of drift against the wind with an entity so that the glider's trajectory will coincide with the extension of the runway axis. The wings will need to be leveled with the ball in the center. Possible corrections of the prow caused by a strong or feeble drift (keep in mind that the wind always changes near the ground) should be made with small but correct turns. This situation should be maintained until the beginning of the call back. At this point the Pilot should straighten the longitudinal axis of the glider and make it coincide with the runway axis giving foot on the opposite side of the wind. Simultaneously, so as to avoid leeward ness in the wind, he should tilt the glider slightly against that wind. In other words he will position himself so as to slide in axis to the runway and will start the call back and land keeping this position until a complete stop. As the speed decreases, on the ground, the controls should be increasingly deflected and at a certain point, the Pilot will find his foot all to one side and the barr to the other. Be careful not to let the leeward wing be raised so as to keep the opposite wing from touching the ground and so avoiding certain damage to the glider. GIURIDICAL REGULATIONS: Start leeward for the landing: according to the prevailing wind that may be seen thanks to the sleeve in the center of the north track; -on the south side of the field, over the river, at about 250 m, for motor and VDS, respectively motors on the right-hand for 09 and left-hand for 27; -on the north side of the field, above Quinis and Enemonzo, at about 250 m, for gliders respectively left-hand for 09 and right-hand 27; -the Pilot remains responsible for abiding the normative in force in regards to the use of territory and the environment; -the use of the airway doesn't include responsibility by the Responsible Administration and the C.V.N.E. O.N.L.U.S. Association; -aircraft should convey flight plans or communicate them to the Airport Management of Ronchi dei Legionari and the Police and Carabinieri Station of Tolmezzo. TRAFFIC REGULATION DIAGRAM: To have a detailed view of the map you may load the file in PDF format. Attention: the file is 1718KB.