Landing Checklist

[E. Douglas Whitehead]

WWUFSTAALLL

W-WIND
W-WATER
U-UNDERCARRAGE
F-FLAPS
S-SPEED
T-TRIM
A-AIRBRAKES
A-ANNOUNCE
L-LOOK
L-LOOK
L-LOOK

I trim the A/B speed and from base to final
I may reduce the A/B and keep the nose down
particularly if it is turbulant.

I trim the Landing Flap speed with the nose
down.

Doug Whitehead (EDW)

[[email protected]]

This is all basic airmanship, and shouldn't require a checklist.

But if you really need a checklist, how about WWW:

Wind (so you don't embarass yourself by landing downwind).

Water (so you don't embarass yourself by stalling in the pattern by
flying too slow cuz you still got 300 lbs of water onboard...and

Wheel (so you don't block the runway by landing gear up).

One could argue that the preceding three items require a specific
landing-related OODA process to be made (or not...). The rest? You
got to be reminded to Look? Really?

Think about it.

Kirk
66

OODA: Observe, Orient, Decide, Act. See John Boyd.

[Tony Verhulst]

wrote:
> You got to be reminded to Look? Really?

No, it's there because USTALL rolls off the tongue better than USTA.

Tony V "6N"

[Shawn]

Tony Verhulst wrote:
> wrote:
>
>> You got to be reminded to Look? Really?
>
>
> No, it's there because USTALL rolls off the tongue better than USTA.

Maybe that "L" is to remind newbies that they are in the pattern and
they really shouldn't start circling in the inevitable 4 kt thermal on
downwind.
:-)

Shawn

[[email protected]]

"GASP"

Gear
Altitude
Spoilers
Pattern


Keep it simple. Do it every time.

I'm sure everyone has their own version that works for them.

[Steve Hill]

I'm all for the "simple" checklist...

In order of cost, and emberassment...my checklist is:


Gear
Flaps
Spoilers.


Everything else mentioned strikes me as administrative duties, which are to
be done at every phase of flying. But these three are always done together
and in order, when preparing to land.




Since you asked.



Steve Hill

[Mike Lindsay]

In article >, Tony Verhulst
> writes
wrote:
>> You got to be reminded to Look? Really?
>
>No, it's there because USTALL rolls off the tongue better than USTA.
>
>Tony V "6N"

What about LTFT? (You work it out)
--
Mike Lindsay

[John Farrington]

Following Tony's KISS rules, I use 'PTGDS'

'Put The Gear Down Stupid'

John

[Andy Blackburn]

At 02:12 28 December 2005, John Farrington wrote:
>
> Following Tony's KISS rules, I use 'PTGDS'
>
> 'Put The Gear Down Stupid'
>
>John
>
>
>

[Mal]

Glider

Flaps
Undercarriage
Speed
Trim

Power

Brakes
Undercarriage
Mixture
Fuel
Instruments
Switches
Harness

[[email protected]]

Somehow, I am comforted to know that my commercial transatlantic flight
captain with 15,000 hours and a copilot still uses a checklist before
landing, even though everything is normal procedure for him or her.

[Tony Verhulst]

wrote:
> Somehow, I am comforted to know that my commercial transatlantic flight
> captain with 15,000 hours and a copilot still uses a checklist before
> landing, even though everything is normal procedure for him or her.

When I fly power (mostly the Skylane that I own a small piece of), I use
written checklists too and wouldn't consider otherwise as there are many
items that need attention. Glider cockpits are simpler and mnemonic
checklists work for me - YMMV.

Tony V

[[email protected]]

Sure, and in my 2000 hours in F-4s my pilot and I always used a
checklist before landing - but it was for items that needed to be setup
or checked to ensure a safe landing - not basic airmanship issues! If
I recall correctly, the pre-landing checks for the F-4 was Gear - down,
Flaps - full down, Hydraulic pressures - good, Warning lights - check,
Anti-skid - On. Nothing about speed to fly based on fuel weight, wind,
pattern, use of the speed brakes to slow down, etc. - these are part of
the landing procedure and did not need a checklist.

There was a Descent checklist that was accomplished during the initial
descent to take care of the administrative cleanup of the cockpit -
such things as fuel on internal tanks, cabin pressure, altimeter
settings, etc. that was meant to ensure the jet was configured for an
approach. Most of the glider "landing checklists" fit better in this
category - and as such should be accomplished BEFORE entering the
pattern. Used this way, they make sense. I just don't think they are
useful or appropriate while in the pattern - by then it's too late or
even counterproductive!

In my case, I use Wind Water Wheels when I'm about 4 miles out, and
have to decide on the pattern direction, speed to fly based on winds
and ballast, whether to drop ballast or not, etc. Also which way the
gear handle works, if flying a new ship (a low downwind is NOT the time
to be guessing which way is down!). It's my cue to put my brain in
Land mode, and clean up the cockpit prior to setting up for the landing
evolution.

In the pattern, I concentrate on lookout and conditions, and configure
the ship on downwind - gear, flaps as required by wind, spoilers. And
fly the pattern as needed. I do not go through a checklist at that
point - it's too distracting.

And I recheck the Gear when I roll out on final. Flaps are really
optional in my ship, and spoilers are obvious!

Works for me so far - YMMV, of course.

Kirk
66

[[email protected]]

wrote:
> Sure, and in my 2000 hours in F-4s my pilot and I always used a
> checklist before landing - but it was for items that needed to be setup
> or checked to ensure a safe landing - not basic airmanship issues! If
> I recall correctly, the pre-landing checks for the F-4 was Gear - down,
> Flaps - full down, Hydraulic pressures - good, Warning lights - check,
> Anti-skid - On. Nothing about speed to fly based on fuel weight, wind,
> pattern, use of the speed brakes to slow down, etc. - these are part of
> the landing procedure and did not need a checklist.
>
> There was a Descent checklist that was accomplished during the initial
> descent to take care of the administrative cleanup of the cockpit -
> such things as fuel on internal tanks, cabin pressure, altimeter
> settings, etc. that was meant to ensure the jet was configured for an
> approach. Most of the glider "landing checklists" fit better in this
> category - and as such should be accomplished BEFORE entering the
> pattern. Used this way, they make sense. I just don't think they are
> useful or appropriate while in the pattern - by then it's too late or
> even counterproductive!
>

I am with you. I think that this obsessiveness over checklists can be
downright dangerous. Do you REALLY need a checklist that tells you to
look out of the cockpit? What are you NOT DOING while you are reading
this checklist?

I watched a guy land gear up last summer. He explained that the pattern
became crowded and he didn't have time to go down his checklist. Maybe
he needs another checklist that tells him to check the first list!

Tom Seim
DG-400
Richland, WA

[M B]

I'm baffled by any checklist that has the most important
item or two anywhere but the TOP.

For different aircraft, it may be different, but surely
a prioritized list (with the very critical items at
the top AND in the flow again later) gives a better
result, if you MUST use a long checklist.

At 21:12 28 December 2005, wrote:
>
wrote:
>> Sure, and in my 2000 hours in F-4s my pilot and I
>>always used a
>> checklist before landing - but it was for items that
>>needed to be setup
>> or checked to ensure a safe landing - not basic airmanship
>>issues! If
>> I recall correctly, the pre-landing checks for the
>>F-4 was Gear - down,
>> Flaps - full down, Hydraulic pressures - good, Warning
>>lights - check,
>> Anti-skid - On. Nothing about speed to fly based
>>on fuel weight, wind,
>> pattern, use of the speed brakes to slow down, etc.
>>- these are part of
>> the landing procedure and did not need a checklist.
>>
>> There was a Descent checklist that was accomplished
>>during the initial
>> descent to take care of the administrative cleanup
>>of the cockpit -
>> such things as fuel on internal tanks, cabin pressure,
>>altimeter
>> settings, etc. that was meant to ensure the jet was
>>configured for an
>> approach. Most of the glider 'landing checklists'
>>fit better in this
>> category - and as such should be accomplished BEFORE
>>entering the
>> pattern. Used this way, they make sense. I just don't
>>think they are
>> useful or appropriate while in the pattern - by then
>>it's too late or
>> even counterproductive!
>>
>
>I am with you. I think that this obsessiveness over
>checklists can be
>downright dangerous. Do you REALLY need a checklist
>that tells you to
>look out of the cockpit? What are you NOT DOING while
>you are reading
>this checklist?
>
>I watched a guy land gear up last summer. He explained
>that the pattern
>became crowded and he didn't have time to go down his
>checklist. Maybe
>he needs another checklist that tells him to check
>the first list!
>
>Tom Seim
>DG-400
>Richland, WA
>
>

[Martin Gregorie]

wrote:
>
> I watched a guy land gear up last summer. He explained that the pattern
> became crowded and he didn't have time to go down his checklist. Maybe
> he needs another checklist that tells him to check the first list!
>
I was explicitly not taught a pre-landing checklist on the grounds that
our trainers (ASK-21, G103, Puchacz) had welded down gear, no water and
no flaps and everything else was airmanship. The assumption was that by
doing a checklist in these I'd learn to say and ignore the inapplicable
items. A bit later the same instructors encouraged me to find a
checklist that suited me when I progressed to something that needed it.
I think this was sound instruction.

I settled on WUF (water, undercarriage, flaps).

--
martin@ | Martin Gregorie
gregorie. |
org | Zappa fan & glider pilot

[Bill Gribble]

Martin Gregorie > writes
>I was explicitly not taught a pre-landing checklist on the grounds that
>our trainers (ASK-21, G103, Puchacz) had welded down gear, no water and
>no flaps and everything else was airmanship. The assumption was that by
>doing a checklist in these I'd learn to say and ignore the inapplicable
>items. A bit later the same instructors encouraged me to find a
>checklist that suited me when I progressed to something that needed it.
>I think this was sound instruction.

Ditto, though in my case the trainers were Ka13's. Still haven't yet
progressed to the point where I fly anything with flaps or water but did
move on to undercarriages last year.

Stressing the relevance of locking it down for landing was a big part of
the instructor's brief when I first converted from the Ka8's. "Three
green lights" was an expression that one of them mentioned as something
he used in his RAF days.

Oddly enough, it's that which slips into my mind just as I enter circuit
these days and prompts me to check, though I've never flown anything
(beyond the confines of my computer screen) where those three green
lights were anything more than metaphorical and don't really expect to
:P

That said, I've never (yet) had a problem with remembering to lock the
undercarriage down. It's remembering to lock it up that still gets me on
the odd occasion . . .

I'll worry about water and flaps when I get that far. Aside from that,
the only checklists I use for myself are good old CB-SIFT-CBE and
HASSLL. I suspect anything else is just a complication that gets in the
way of the whole airmanship bit.

--
Bill Gribble
http://www.harlequin.uk.net
http://www.scapegoatsanon.demon.co.uk
"Consistency is the hobgoblin of little minds" - Emerson

[Martin Gregorie]

Bill Gribble wrote:
>
> That said, I've never (yet) had a problem with remembering to lock the
> undercarriage down. It's remembering to lock it up that still gets me on
> the odd occasion . . .
>
That's important too. My only wheel-up was because I'd forgotten to
raise the wheel but did remember to move the lever during landing
preparations....

..... fortunately it was a good greaser landing in a Discus I. Thanks to
the CG hook being proud and the grass smooth I didn't even scratch the
gel coat.

--
martin@ | Martin Gregorie
gregorie. |
org | Zappa fan & glider pilot

[Derek Copeland]

There is no 100% guaranteed method of avoiding gear
up landings, but a pre-landing checklist and warning
devices help. You don't hear of many commercial jet
transports landing gear up!

When I learnt to fly I was taught a 'downwind' check
(UFSTALL). My so far one and only gear up landing occured
on a marginal scrape back to the airfield, when I was
so low that I had to join the circuit straight onto
base leg. No downwind leg equalled no checklist and
me forgetting to lower the wheel. Fortunately as in
Martin's case no damage done, as I made a decent landing
on smooth grass.

Derek Copeland
-------------------------

At 20:36 05 January 2006, Martin Gregorie wrote:
>
>That's important too. My only wheel-up was because
>I'd forgotten to
>raise the wheel but did remember to move the lever
>during landing
>preparations....
>
>..... fortunately it was a good greaser landing in
>a Discus I. Thanks to
>the CG hook being proud and the grass smooth I didn't
>even scratch the
>gel coat.
>
>--
>martin@ | Martin Gregorie
>gregorie. |
>org | Zappa fan & glider pilot
>

[jettester]

Reference FAA Glider Flying Handbook (FAA-H-8083-13) published in
2003...
page 7-34

FAA recommended checklist for the traffic pattern FUSTALL

F - Flaps (on some gliders you may not want to change the flaps
throughout the pattern due to high forces)
U - Undercarriage
S - Speeds (based upon wind and sink expected)
T - Trim Set
A - Airbrakes / Spoilers (I have had occurrences where one popped all
the way out when first opened.. I'd like to know that on downwind!
(ASW-17 .. Yes the hotelier fittings were pinned!!), also on the 2-33 -
if the handle goes all the way back against the stop the brake will not
work, etc..)
L - Lookout (Safe landing area.. otherwise land somewhere else)
L - Land

I have over 4000 hrs in gliders of all kinds, probably 1/2 of that
instructing around the country, and am a test pilot for many years. I
still mentally use a checklist, especially after long (10hr+) flights.
The object is to train the student in preparation for other ratings as
well. A checklist does not prevent one from using judgement, rather ..
it is a tool.

By the way I flew F-4s (all models) for 20 yrs USAF.


E. Douglas Whitehead wrote:
> WWUFSTAALLL
>
> W-WIND
> W-WATER
> U-UNDERCARRAGE
> F-FLAPS
> S-SPEED
> T-TRIM
> A-AIRBRAKES
> A-ANNOUNCE
> L-LOOK
> L-LOOK
> L-LOOK
>
> I trim the A/B speed and from base to final
> I may reduce the A/B and keep the nose down
> particularly if it is turbulant.
>
> I trim the Landing Flap speed with the nose
> down.
>
> Doug Whitehead (EDW)

[Chuck Griswold]

At 15:24 06 January 2006, Jettester wrote:
>Reference FAA Glider Flying Handbook (FAA-H-8083-13)
>published in
>2003...
>page 7-34
>
>FAA recommended checklist for the traffic pattern
>FUSTALL
>
>F - Flaps (on some gliders you may not want to change
>the flaps
>throughout the pattern due to high forces)
>U - Undercarriage
>S - Speeds (based upon wind and sink expected)
>T - Trim Set
>A - Airbrakes / Spoilers (I have had occurrences where
>one popped all
>the way out when first opened.. I'd like to know that
>on downwind!
>(ASW-17 .. Yes the hotelier fittings were pinned!!),
>also on the 2-33 -
>if the handle goes all the way back against the stop
>the brake will not
>work, etc..)
>L - Lookout (Safe landing area.. otherwise land somewhere
>else)
>L - Land
>
>I have over 4000 hrs in gliders of all kinds, probably
>1/2 of that
>instructing around the country, and am a test pilot
>for many years. I
>still mentally use a checklist, especially after long
>(10hr+) flights.
>The object is to train the student in preparation for
>other ratings as
>well. A checklist does not prevent one from using
>judgement, rather ..
>it is a tool.
>
>By the way I flew F-4s (all models) for 20 yrs USAF.

I like your FUSTALL. One point about the spoilers,
once you crack em
open, don't lock em again or you are right back where
you started. The
good thing about aviation is, we haven't left one up
there yet. I guess the
last 'L' makes it official. You will land.
The first bragger has no chance. How about 21,000+
hrs in everything
from J3s H13s to B747-400s? Let's here it from all
those airline types.
Yeh,Yeh Big deal.
Chuck

[Mark Dickson]

I guess they will all serve their purpose, but I can
never understand checklists that include things that
you will do anyway. Speed - surely we don't need a
check to fly at the correct speed. Trim - don't we
all adjust the trim when we change attitude/speed.
Lookout and land - you're not telling us you wouldn't
lookout and check the landing area and actually land
without having it in a checklist? Checklists should,
IMO, only include things that you physically need to
do prior to landing. Waterballast should be in there,
you're more likely to need a reminder to dump it than
you are a reminder to do the things you should always
be doing anyway; like looking out, flying at an appropriate
speed and trimming.



At 15:24 06 January 2006, Jettester wrote:
>>
>FAA recommended checklist for the traffic pattern
>FUSTALL
>
>F - Flaps (on some gliders you may not want to change
>the flaps
>throughout the pattern due to high forces)
>U - Undercarriage
>S - Speeds (based upon wind and sink expected)
>T - Trim Set
>A - Airbrakes / Spoilers (I have had occurrences where
>one popped all
>the way out when first opened.. I'd like to know that
>on downwind!
>(ASW-17 .. Yes the hotelier fittings were pinned!!),
>also on the 2-33 -
>if the handle goes all the way back against the stop
>the brake will not
>work, etc..)
>L - Lookout (Safe landing area.. otherwise land somewhere
>else)
>L - Land
>
>

[Vaughn]

"Mark Dickson" > wrote in message
...
>I guess they will all serve their purpose, but I can
> never understand checklists that include things that
> you will do anyway. Speed - surely we don't need a
> check to fly at the correct speed. Trim - don't we
> all adjust the trim when we change attitude/speed.
> Lookout and land - you're not telling us you wouldn't
> lookout and check the landing area and actually land
> without having it in a checklist? Checklists should,
> IMO, only include things that you physically need to
> do prior to landing. Waterballast should be in there,
> you're more likely to need a reminder to dump it than
> you are a reminder to do the things you should always
> be doing anyway; like looking out, flying at an appropriate
> speed and trimming.

The above makes sense; but while we are at it, I feel that the landing
checklist should not include things that the glider does not need. When we
teach a new student a generic landing check such as USTALL or some such and
there is no handle in the glider marked "Undercarrage", then what are we really
teaching the student? Answer: we are teaching the student to mouth
"Undercarrage" and then do nothing! Given the law of primacy, we are setting
them up for a future wheels-up accident. For this reason, the landing checklist
should be specific to the glider and probably posted in the cockpit.

Vaughn


>
>
>
> At 15:24 06 January 2006, Jettester wrote:
>>>
>>FAA recommended checklist for the traffic pattern
>>FUSTALL
>>
>>F - Flaps (on some gliders you may not want to change
>>the flaps
>>throughout the pattern due to high forces)
>>U - Undercarriage
>>S - Speeds (based upon wind and sink expected)
>>T - Trim Set
>>A - Airbrakes / Spoilers (I have had occurrences where
>>one popped all
>>the way out when first opened.. I'd like to know that
>>on downwind!
>>(ASW-17 .. Yes the hotelier fittings were pinned!!),
>>also on the 2-33 -
>>if the handle goes all the way back against the stop
>>the brake will not
>>work, etc..)
>>L - Lookout (Safe landing area.. otherwise land somewhere
>>else)
>>L - Land
>>
>>
>
>
>

[Nyal Williams]

I agree with you, but the student, the tired pilot,
or de-hydrated pilot can view these items as permissions
to continue. Having said, and reviewed all the items
and 'Looked Out for traffic in every quarter, he can
give himself permission to go ahead and 'Land.'

I prefer 'Enter Pattern' at the end to assure that
all checks have been made beforehand, and the work
load is easier in the pattern.

At 21:24 06 January 2006, Mark Dickson wrote:
>I guess they will all serve their purpose, but I can
>never understand checklists that include things that
>you will do anyway. Speed - surely we don't need a
>check to fly at the correct speed. Trim - don't we
>all adjust the trim when we change attitude/speed.
> Lookout and land - you're not telling us you wouldn't
>lookout and check the landing area and actually land
>without having it in a checklist? Checklists should,
>IMO, only include things that you physically need to
>do prior to landing. Waterballast should be in there,
>you're more likely to need a reminder to dump it than
>you are a reminder to do the things you should always
>be doing anyway; like looking out, flying at an appropriate
>speed and trimming.
>
>
>
>At 15:24 06 January 2006, Jettester wrote:
>>>
>>FAA recommended checklist for the traffic pattern
>>FUSTALL
>>
>>F - Flaps (on some gliders you may not want to change
>>the flaps
>>throughout the pattern due to high forces)
>>U - Undercarriage
>>S - Speeds (based upon wind and sink expected)
>>T - Trim Set
>>A - Airbrakes / Spoilers (I have had occurrences where
>>one popped all
>>the way out when first opened.. I'd like to know that
>>on downwind!
>>(ASW-17 .. Yes the hotelier fittings were pinned!!),
>>also on the 2-33 -
>>if the handle goes all the way back against the stop
>>the brake will not
>>work, etc..)
>>L - Lookout (Safe landing area.. otherwise land somewhere
>>else)
>>L - Land
>>
>>
>
>
>
>

[Roger Worden]

> Speed - surely we don't need a check to fly at the correct speed.
It's a reminder to select a pattern and landing speed based on conditions as
you enter the pattern. THAT's a reminder to check the wind sock or other
cues to wind direction and speed. And a reminder to look at the whole
pattern to see if you need to adjust your speed to blend in with other
aircraft.

> Trim - don't we all adjust the trim when we change attitude/speed.
Sometimes. Maybe I use trim less than others, but if I'm going in and out of
thermals for short periods, hunting, etc., I don't trim all that often. This
is a reminder to set the trim after selecting the pattern speed.

> Lookout - not in the air around your aircraft, but at the landing field
and runway so you can plan whether to land left, right, short, long...

> Land - yes, it's obvious, but it triggers me to think about alignment with
/ distance from the runway, how long my downwind will likely be, speed in
base and final turns, look at my starting altitude and think about spoilers
and perhaps slipping, remember wind gradient. In other words, focus my mind
on all those things that make landing different from cruising and
thermaling.

Maybe after thousands of hours, one doesn't need these reminders. For those
of us new to the game (I'm coming up on one year since getting my PPG), they
are important reminders to build good habits.

For those who earlier questioned WHEN to do the checklist, before or during
the patter, here's my usual sequence:

FUST - during the 45-degree leg. Speed and Trim are as I'm nearing the end
of the 45, getting ready to turn downwind, 'cuz that's about the time I can
finally make out the wind sock.

ALL - Airbrakes on downwind. Lookout on downwind, 'cuz then I'm adjacent to
the runway.

This way there's plenty of time to do all the steps - no rush. It sets me up
for a relaxed downwind leg.


"Mark Dickson" > wrote in message
...
> I guess they will all serve their purpose, but I can
> never understand checklists that include things that
> you will do anyway. Speed - surely we don't need a
> check to fly at the correct speed. Trim - don't we
> all adjust the trim when we change attitude/speed.
> Lookout and land - you're not telling us you wouldn't
> lookout and check the landing area and actually land
> without having it in a checklist? Checklists should,
> IMO, only include things that you physically need to
> do prior to landing. Waterballast should be in there,
> you're more likely to need a reminder to dump it than
> you are a reminder to do the things you should always
> be doing anyway; like looking out, flying at an appropriate
> speed and trimming.
>
>
>
> At 15:24 06 January 2006, Jettester wrote:
> >>
> >FAA recommended checklist for the traffic pattern
> >FUSTALL
> >
> >F - Flaps (on some gliders you may not want to change
> >the flaps
> >throughout the pattern due to high forces)
> >U - Undercarriage
> >S - Speeds (based upon wind and sink expected)
> >T - Trim Set
> >A - Airbrakes / Spoilers (I have had occurrences where
> >one popped all
> >the way out when first opened.. I'd like to know that
> >on downwind!
> >(ASW-17 .. Yes the hotelier fittings were pinned!!),
> >also on the 2-33 -
> >if the handle goes all the way back against the stop
> >the brake will not
> >work, etc..)
> >L - Lookout (Safe landing area.. otherwise land somewhere
> >else)
> >L - Land
> >
> >
>
>
>

[Shawn]

Nyal Williams wrote:
> I agree with you, but the student, the tired pilot,
> or de-hydrated pilot can view these items as permissions
> to continue. Having said, and reviewed all the items
> and 'Looked Out for traffic in every quarter, he can
> give himself permission to go ahead and 'Land.'
>
> I prefer 'Enter Pattern' at the end to assure that
> all checks have been made beforehand, and the work
> load is easier in the pattern.

USTALE ? Remind 'em to get a shower after landing too. ;-)

Shawn