Pre-launch Checklists.

[Nyal Williams]

I'd like to see posted various generalized, and glider-non-specific
pre-lauch checklists with the letters followed by explanation of what it
means. I've heard a couple of variations on familiar ones, and I'd like
to get them all down. I also welcome further discussion.

Nyal Williams

[[email protected]]

In the "further discussion" category: The desire for a pre-launch
checklist is obvious but I question the value of one that is not glider
specific.

I had a checklist for my 304CZ that included setting the flap. My third
flight in my V2C, the spoilers deployed during takeoff. I had used my
304CZ checklist because I hadn't gotten around to making one for my V2C
yet, and in the 304CZ, one cannot put the flap in the -1 position
without first locking the airbrakes, so I had no separate checklist
item for the latter!

And on my Grob-102 checklist I've added "Left hand on spoiler handle
after thumbs up."

~ted/2NO

[[email protected]]

Before the launch I do a complete walk around the plane, and include a
Positive Control Check with an experienced pilot. Before hook-up, I use
the following:

A - Altimeter...Set
A - Airbrakes...Down and locked
B - Ballast...Checked (as required)
B - Belts...Buckled
C - Controls...Free
C - Cable...Checked
C - Canopy...Down and locked
D - Direction of the wind
E - Emergency procedures

[Bruce Hoult]

In article . com>,
wrote:

> In the "further discussion" category: The desire for a pre-launch
> checklist is obvious but I question the value of one that is not glider
> specific.
>
> I had a checklist for my 304CZ that included setting the flap. My third
> flight in my V2C, the spoilers deployed during takeoff. I had used my
> 304CZ checklist because I hadn't gotten around to making one for my V2C
> yet, and in the 304CZ, one cannot put the flap in the -1 position
> without first locking the airbrakes, so I had no separate checklist
> item for the latter!

So what you're saying is that you *were* using a glider-specific
checklist, and it bit you when you flew another glider.

If you had been using a general checklist then it most certainly would
have included airbrakes, and when flying the 304CZ you would get to that
item and look and tell yourself that in this particular glider they must
already be locked.

If you can't remember which glider you're in to the extent necessary to
take the appropriate (non) action for each of eight or ten standard
checklist items then I don't see how you're going to be better off
typing to remember to use different checklists for different gliders.


> And on my Grob-102 checklist I've added "Left hand on spoiler handle
> after thumbs up."

I wonder what most people do.

I have the pre-takeoff checklist, but then I go through another
mini-recheck while waiting for the towplane to start rolling, making
sure the spoilers are locked and touching the spoilers and tow release
in turn so my hand knows where they are, and mentally going over what
I'll do if something turns to custard during the early parts of the tow.
I have my hand ready to grab the tow release at first, but once I have
sufficient speed for positive control I move it to near the spoiler
handle.

heh. I've never had to release early, and never had the spoilers unlock
in flight for real, but I do recall once in a BFR the instructor (so he
said later) intended to quietly open the spoilers at a safe height on
tow, and sneaked them unlocked during the bouncy and noisy ground run.
I didn't know that, but noticed the handle movement and promptly locked
them again, accidentally foiling his plans.

--
Bruce | 41.1670S | \ spoken | -+-
Hoult | 174.8263E | /\ here. | ----------O----------

[chipsoars]

wrote:
> Before the launch I do a complete walk around the plane, and include a
> Positive Control Check with an experienced pilot. Before hook-up, I use
> the following:
>
> A - Altimeter...Set
> A - Airbrakes...Down and locked
> B - Ballast...Checked (as required)
> B - Belts...Buckled
> C - Controls...Free
> C - Cable...Checked
> C - Canopy...Down and locked
> D - Direction of the wind
> E - Emergency procedures

I have added tail dolly after an embarrasing incident. Thankfully did
not go far down the runway before realizing things did not look or feel
right and popped the cable, but.................

Chip F

[Don Johnstone]

The version used in the UK almost universal, it is
one of the few things that most people seem to agree
on is

C - Controls
B - Ballast (includes tail dolly)
S - Straps
I - Instruments
F - Flaps
T - Trim
C - Canopy
B - Brakes
E - Eventualities

The only contensios issued is where the eventualities
should come. Some believe before C- Canopy. Others,
including me don't understand why with good airmanship
and planning you need it at all, it should be done
as part of the flight planning and self brief. A case
of legislating for those who cannot remember to do
the simplest and most essential things like checking
which way the wind is blowing or where they are going
to land.

It is remembered by the nuemonic See bee sift see bee
(eee)


At 22:42 24 January 2006, Chipsoars wrote:
>
wrote:
>> Before the launch I do a complete walk around the
>>plane, and include a
>> Positive Control Check with an experienced pilot.
>>Before hook-up, I use
>> the following:
>>
>> A - Altimeter...Set
>> A - Airbrakes...Down and locked
>> B - Ballast...Checked (as required)
>> B - Belts...Buckled
>> C - Controls...Free
>> C - Cable...Checked
>> C - Canopy...Down and locked
>> D - Direction of the wind
>> E - Emergency procedures
>
>I have added tail dolly after an embarrasing incident.
> Thankfully did
>not go far down the runway before realizing things
>did not look or feel
>right and popped the cable, but.................
>
>Chip F
>
>

[Shawn]

Don Johnstone wrote:
> The version used in the UK almost universal, it is
> one of the few things that most people seem to agree
> on is
>
> C - Controls
> B - Ballast (includes tail dolly)
> S - Straps
> I - Instruments
> F - Flaps
> T - Trim
> C - Canopy
> B - Brakes
> E - Eventualities

I use a similar one (lots of instructors in my club from the UK I guess)

C - Controls
B - Ballast (includes tail dolly)
S - Straps
I - Instruments
F - Flaps
T - Trim
C - Canopy
B - Brakes

With this added:

R - Radio contact with towplane
T - Traffic anybody on downwind, entering pattern? Gotta trust the wing
runner for base, short final.
W - Wind Yeah you knew what it was doing when you pushed out-useless
information once you're ready to roll.
P - Plan Rope break, wind shift, deer on the runway, idiot from one of
the other operations pushing out in front of you etc.


Yes I know it sounds like a lot, but for me, RTWP adds very little to
the complexity of the list but much to its utility. I don't buy the
"airmanship" argument about minimal checklists being all that's required
(for most pilots). Too many "good airman" have screwed up on these
sorts of basic skills, with expensive consequences.

Shawn

[Martin Gregorie]

Don Johnstone wrote:
> The version used in the UK almost universal, it is
> one of the few things that most people seem to agree
> on is
>
> C - Controls
> B - Ballast (includes tail dolly)
> S - Straps
> I - Instruments
> F - Flaps
> T - Trim
> C - Canopy
> B - Brakes
> E - Eventualities
>
Personally, I find the final E to be in the right place, especially for
winch launch. It means the last thing I push onto my brain stack is the
direction to turn after a high winch launch failure. This means that if
I have a launch failure its "nose down -- got approach speed -- look
ahead -- (too high for land ahead)-TURN" and, because the turn direction
was the last thing into my memory, its the first thing that pops out
again and turning the correct way is a no-brainer.

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

[Roger Worden]

Lots of U.S. pilots seem to use variants of ABCDE. Mine is:

A - Altimeter
B - Belts - both seats
C - Controls - includes flaps and airbrakes
C - Canopy - down and locked and tested
C - Cable - I don't like the idea of the cable connected before the canopy
is locked
C - Clock - not a safety thing, but I kept forgetting to note my takeoff
time, so I added it
D - Direction of the wind
E - Emergency procedures
F - Focus - concentrate on wings level, straight down the runway, expect
wake turbulence where the towplane started

(Ballast needs to be checked before I climb in, not when I'm next in line.)

Roger

[Bruce]

Martin Gregorie wrote:
> Don Johnstone wrote:
>
>> The version used in the UK almost universal, it is
>> one of the few things that most people seem to agree
>> on is
>>
>> C - Controls
>> B - Ballast (includes tail dolly)
>> S - Straps
>> I - Instruments
>> F - Flaps
>> T - Trim
>> C - Canopy
>> B - Brakes
>> E - Eventualities
>>
> Personally, I find the final E to be in the right place, especially for
> winch launch. It means the last thing I push onto my brain stack is the
> direction to turn after a high winch launch failure. This means that if
> I have a launch failure its "nose down -- got approach speed -- look
> ahead -- (too high for land ahead)-TURN" and, because the turn direction
> was the last thing into my memory, its the first thing that pops out
> again and turning the correct way is a no-brainer.
>
We also teach the "E" with the accent on the pilot having done the self
briefing, and/or had one from an instructor. The eventualities item is just a
reminder that life is what happens while we are planning other things. On a
winch launch it pays , as Martin points out to know what your plan is.

It appears that the mind works this way. Referring to the eventualities plan as
the last thing before initiating the launch, means it is top of mind when/if
something goes wrong.

So - the eventualities item is not a substitute for thought, but it does help to
trigger the correct information from current short term memory in the event of
things falling apart.

I personally have to have a couple of very different "Eventualities" plans in my
head. Consider the differences. We have a field with a short section of
reasonable grass, cut short and level at each end. In the middle is over 1000m
of much longer grass that the wildlife continuously works on returning to it's
natural lumpy state. To the west there is a near parallel 1470m long tar runway
varying from 150m to 300m, closer on the downhill side than on the uphill side.
Oh, I almost forgot, the 60" tree between the runways at the uphill end.
Depending on whether I am flying a 27:1 high wing, skid equipped two seater
built like a brick outhouse, or my Std Cirrus with its low wings and 36:1
performance, a cable break at say 200 feet will have very different actions.
Which will also vary depending on which direction the wind is from, etc. You
don't want to be mentally flipping through permutations when the cable breaks at
an awkward height.

I use the "E" to remind me, of the decisions I have made about launching this
specific airplane, on this runway with the current weather.

--
Bruce Greeff
Std Cirrus #57
I'm no-T at the address above.

[[email protected]]

The US "ABCCCDE" checklist seems to be a Schweizer thing - it's
placarded in the horrible things! Unfortunately, it is not really well
organized for more advanced gliders - no specific reference to flaps,
for example.

After transitioning from power to gliders via 2-33s and Blaniks, I
discovered the British "CBSIFTCB" on my own via Piggott. A much better
reminder for the ships I usually fly, especially since it leaves the
canopy and brakes to the end - important in hot weather. I now use it
for every glider I fly - especially 2-33s!

Note: Ballast can refer to both that required for proper CG (usually a
2-seater thing - and this is meant to be a check that you DID install
or remove it), or to the presence/absence of water ballast, which would
require adjustment of takeoff speeds, technique, etc..

Wonder what the Germans, French, Poles etc. use?

Kirk
LS6b 66

[Nyal Williams]

I had an ex-airforce pilot tell me that their method,
and his preferred method, was to simply go around the
cockpit methodically from left to right, touching everything
and making adjustments. Seemed to me an easy way to
skip something.


At 13:00 25 January 2006, wrote:
>The US 'ABCCCDE' checklist seems to be a Schweizer
>thing - it's
>placarded in the horrible things! Unfortunately, it
>is not really well
>organized for more advanced gliders - no specific reference
>to flaps,
>for example.
>
>After transitioning from power to gliders via 2-33s
>and Blaniks, I
>discovered the British 'CBSIFTCB' on my own via Piggott.
> A much better
>reminder for the ships I usually fly, especially since
>it leaves the
>canopy and brakes to the end - important in hot weather.
> I now use it
>for every glider I fly - especially 2-33s!
>
>Note: Ballast can refer to both that required for
>proper CG (usually a
>2-seater thing - and this is meant to be a check that
>you DID install
>or remove it), or to the presence/absence of water
>ballast, which would
>require adjustment of takeoff speeds, technique, etc..
>
>Wonder what the Germans, French, Poles etc. use?
>
>Kirk
>LS6b 66
>
>

[[email protected]]

Air Force (USAF, at least) checklists are arranged to go around the
cockpit from left aft, around the front, to the right aft. Makes the
flow of checking items smooth. But the checklist "lists" all the items
(and the position to be confirmed or set). What happens in practice is
you would hold the checklist at the correct page and go through the
items by memory (or listen to them being read by the copilot/WSO).

If done correctly, it will catch all the switches/controls/settings.
If done in a hurry, or totally by memory, or without thinking (easy to
do when you do it every day, sometimes several times a day), it is
surprisingly easy to miss items.

Sometimes, you just have to sit back and look at everything and think
about it for a moment....

Kirk
66

[Robin Birch]

In message >, Bruce
> writes
>Martin Gregorie wrote:
>> Don Johnstone wrote:
>>
>>> The version used in the UK almost universal, it is
>>> one of the few things that most people seem to agree
>>> on is
>>>
>>> C - Controls
>>> B - Ballast (includes tail dolly)
>>> S - Straps
>>> I - Instruments
>>> F - Flaps
>>> T - Trim
>>> C - Canopy
>>> B - Brakes
>>> E - Eventualities
>>>
>> Personally, I find the final E to be in the right place, especially
>>for winch launch. It means the last thing I push onto my brain stack
>>is the direction to turn after a high winch launch failure. This means
>>that if I have a launch failure its "nose down -- got approach speed
>>-- look ahead -- (too high for land ahead)-TURN" and, because the turn
>>direction was the last thing into my memory, its the first thing that
>>pops out again and turning the correct way is a no-brainer.
>>
>We also teach the "E" with the accent on the pilot having done the self
>briefing, and/or had one from an instructor. The eventualities item is
>just a reminder that life is what happens while we are planning other
>things. On a winch launch it pays , as Martin points out to know what
>your plan is.
>
>It appears that the mind works this way. Referring to the eventualities
>plan as the last thing before initiating the launch, means it is top of
>mind when/if something goes wrong.
>
>So - the eventualities item is not a substitute for thought, but it
>does help to trigger the correct information from current short term
>memory in the event of things falling apart.
>
>I personally have to have a couple of very different "Eventualities"
>plans in my head. Consider the differences. We have a field with a
>short section of reasonable grass, cut short and level at each end. In
>the middle is over 1000m of much longer grass that the wildlife
>continuously works on returning to it's natural lumpy state. To the
>west there is a near parallel 1470m long tar runway varying from 150m
>to 300m, closer on the downhill side than on the uphill side. Oh, I
>almost forgot, the 60" tree between the runways at the uphill end.
>Depending on whether I am flying a 27:1 high wing, skid equipped two
>seater built like a brick outhouse, or my Std Cirrus with its low wings
>and 36:1 performance, a cable break at say 200 feet will have very
>different actions. Which will also vary depending on which direction
>the wind is from, etc. You don't want to be mentally flipping through
>permutations when the cable breaks at an awkward height.
>
>I use the "E" to remind me, of the decisions I have made about
>launching this specific airplane, on this runway with the current
>weather.
>
Going through E on a deliberate site, conditions and aircraft basis is
vital every time. For instance, I fly from a nice large site with flat
land all around (mostly). If I get a winch failure and I am in a
position where I have to turn then down wind is usually the best option
(gives space and time as you turn back into wind to get into the site).
5 miles away is a ridge site which many of us fly from occasionally.
Here turning down wind would be very dodgy as you would go straight into
the curl over at a low height - guaranteed to be experience enhancing.

So do it last and work through everything that is different since the
last time you did this - wind (strength direction), type of launch
(winch aero), aircraft (ballast, has it got flaps, max launch speed all
that stuff) and so on and ask yourself "so what" at each stage. That
builds your get out of jail plan and as has been pointed out, the last
thing in the brain usually turns up as the first thing out.

Cheers

Robin
--
Robin Birch

[Stefan]

Nyal Williams wrote:
> I'd like to see posted various generalized, and glider-non-specific
> pre-lauch checklists with the letters followed by explanation of what it
> means.

I'm not a friend of large mnemonics, I've rather structured my checklist
by logic content. This gives me a reliable generic check list which is
valid for all gliders.

1) Glider preparation. (Rigging checks done, tail dolly, ballast etc.)

2) Strap myself. (This item also serves as a structure elment: group 1
cmopleted. In two seaters, passenger strapped and rear canopy locked
goes here.)

3) Instrument panel. (Just go around the panel and point to each
instrument. Radio check comes here, too.)

4) Mechanics. (Controls free, spoilers locked, flaps set, trim set.)

5) Canopy shut (Again, this serves a structure element: all checks done.)

6) Pre launch concentration phase. (Where is the go-no-go-decision
point; what to do if the cable breaks low, middle, high; what is the
safety altitude, what are the speeds to fly... Depends on glider, place,
wind etc.)

7) Get the cale hooked up. (Another structure element. No way I let
somebody hook up the cable before this point, regardless on how much
pressure they apply.)

8) Windsock, no people in the way, give ok sign.

This works for all situations and all gliders, I don't have to memorize
a long list and the risk of forgetting something is minimal.

Stefan

[Mark Dickson]

At 18:24 25 January 2006, Stefan wrote:
>>This works for all situations and all gliders, I don't
>>have to memorize
>a long list and the risk of forgetting something is
>minimal.
>
>Stefan
>
There are 8 items in your list, as many as CBSIFTCB,
but no structure or mnemonic. Easy to forget something.

[Don Johnstone]

At 18:06 25 January 2006, Robin Birch wrote:
>In message , Bruce

>>>>
>>>> C - Controls
>>>> B - Ballast (includes tail dolly)
>>>> S - Straps
>>>> I - Instruments
>>>> F - Flaps
>>>> T - Trim
>>>> C - Canopy
>>>> B - Brakes
>>>> E - Eventualities
>>>>
>>> Personally, I find the final E to be in the right
>>>place, especially
>>>for winch launch. It means the last thing I push onto
>>>my brain stack
>>>is the direction to turn after a high winch launch
>>>failure. This means
>>>that if I have a launch failure its 'nose down --
>>>got approach speed
>>>-- look ahead -- (too high for land ahead)-TURN' and,
>>>because the turn
>>>direction was the last thing into my memory, its the
>>>first thing that
>>>pops out again and turning the correct way is a no-brainer.
>>>
>>We also teach the 'E' with the accent on the pilot
>>having done the self
>>briefing, and/or had one from an instructor. The eventualities
>>item is
>>just a reminder that life is what happens while we
>>are planning other
>>things. On a winch launch it pays , as Martin points
>>out to know what
>>your plan is.
>>
>>It appears that the mind works this way. Referring
>>to the eventualities
>>plan as the last thing before initiating the launch,
>>means it is top of
>>mind when/if something goes wrong.
>>
>>So - the eventualities item is not a substitute for
>>thought, but it
>>does help to trigger the correct information from current
>>short term
>>memory in the event of things falling apart.
>>
>>I personally have to have a couple of very different
>>'Eventualities'
>>plans in my head. Consider the differences. We have
>>a field with a
>>short section of reasonable grass, cut short and level
>>at each end. In
>>the middle is over 1000m of much longer grass that
>>the wildlife
>>continuously works on returning to it's natural lumpy
>>state. To the
>>west there is a near parallel 1470m long tar runway
>>varying from 150m
>>to 300m, closer on the downhill side than on the uphill
>>side. Oh, I
>>almost forgot, the 60' tree between the runways at
>>the uphill end.
>>Depending on whether I am flying a 27:1 high wing,
>>skid equipped two
>>seater built like a brick outhouse, or my Std Cirrus
>>with its low wings
>>and 36:1 performance, a cable break at say 200 feet
>>will have very
>>different actions. Which will also vary depending on
>>which direction
>>the wind is from, etc. You don't want to be mentally
>>flipping through
>>permutations when the cable breaks at an awkward height.
>>
>>I use the 'E' to remind me, of the decisions I have
>>made about
>>launching this specific airplane, on this runway with
>>the current
>>weather.
>>
>Going through E on a deliberate site, conditions and
>aircraft basis is
>vital every time. For instance, I fly from a nice
>large site with flat
>land all around (mostly). If I get a winch failure
>and I am in a
>position where I have to turn then down wind is usually
>the best option
>(gives space and time as you turn back into wind to
>get into the site).
>5 miles away is a ridge site which many of us fly from
>occasionally.
>Here turning down wind would be very dodgy as you would
>go straight into
>the curl over at a low height - guaranteed to be experience
>enhancing.
>
>So do it last and work through everything that is different
>since the
>last time you did this - wind (strength direction),
>type of launch
>(winch aero), aircraft (ballast, has it got flaps,
>max launch speed all
>that stuff) and so on and ask yourself 'so what' at
>each stage. That
>builds your get out of jail plan and as has been pointed
>out, the last
>thing in the brain usually turns up as the first thing
>out.

You will get no argument from me that all the items
mentioned in the eventualities are absolutely essential
but my argument is that they should have all been considered
long before the bum was put on the seat. Going through
a long list of things with the canopy shut in the winter
means you mist up and in the summer you cook. If these
items are hurried because of either of these two factors
they are of less benefit . Are glider pilots really
that stupid that they cannot grasp the necessities
of good airmanship and hold them in their brains long
enough to take the correct action. I have always done
an eventualities check but as part of my pre flight
brief/self brief.
Remember that in the UK the pilot does not order the
launch to commence, someone does that for him and yes
I have seen an instructor and a student launch with
the student still doing his eventualities. At a busy
launch point closing the canopy is often the signal
for attaching the cable and from then on the launch
sequence progresses outwith the pilots control, the
only thing the pilot can do is stop it.
>

[Keith Morgan]

Don

A check list is there to confirm that certain actions
have been completed, and pick up those that have not.

Having the item 'E-eventualities' at the end of the
checklist need not be a prompt for a lecture. The
response to 'E' could simply be 'as briefed'.

Can't see any logical argument for removing it.

Keith





> Going through
>a long list of things with the canopy shut in the winter
>means you mist up and in the summer you cook. If these
>items are hurried because of either of these two factors
>they are of less benefit . Are glider pilots really
>that stupid that they cannot grasp the necessities
>of good airmanship and hold them in their brains long
>enough to take the correct action. I have always done
>an eventualities check but as part of my pre flight
>brief/self brief.

[Andy]

I spent many hours observing flight test pilots and the systems they
were testing. The procedure that seemed to be universal for before
engine start was to set up all the systems by memory using the same
flow, and then to check the systems configuration by use a checklist.

Andy

[Andy]

" Remember that in the UK the pilot does not order the
launch to commence, someone does that for him"

Wow! that changed since I was there. What happened to one finger for
take up slack and 2 fingers for "all out". How is it done now?

Andy

[Don Johnstone]

Once the cable is attached the launch marshall gives
the 'take up slack' and 'all out' orders. The pilot
is assumed to be ready if he has the cable attached.
The pilot can of course abort the launch by operating
the release at any time, provided he is not incapacitated
that is.


At 13:12 26 January 2006, Andy wrote:
>' Remember that in the UK the pilot does not order
>the
>launch to commence, someone does that for him'
>
>Wow! that changed since I was there. What happened
>to one finger for
>take up slack and 2 fingers for 'all out'. How is
>it done now?
>
>Andy
>
>

[W.J. \(Bill\) Dean \(U.K.\).]

The way it is usually done now in the UK is that you do not accept the
launch rope or wire until you are ready to launch. Once you have accepted
it you can expect the launch to start without further communication with the
pilot.

So do not connect the cable until you are ready to launch; if you change
your mind, release.

The reason for this is so that the pilot can concentrate on the launch
without worrying about signalling to the ground crew, and can have both
hands where required for launching.

It has been this way for competition launches in the UK for many years, it
is now universal for club launches.

Some clubs use a further convention as well. When the ground crew level
the wings the glider is attached and ready to launch. So do not level the
wings until ready to go.

Ground crews have to accept that the pilot will not allow the cable to be
attached until in all respects ready to start the launch.

W.J. (Bill) Dean (U.K.).
Remove "ic" to reply.

>
> "Andy" > wrote in message
> oups.com...
>
>" Remember that in the UK the pilot does not order the
> launch to commence, someone does that for him"
>
> Wow! that changed since I was there. What happened to one finger for
> take up slack and 2 fingers for "all out". How is it done now?
>
> Andy
>

[Stefan]

Mark Dickson wrote:
> At 18:24 25 January 2006, Stefan wrote:
>
>>>This works for all situations and all gliders, I don't
>>>have to memorize
>>
>>a long list and the risk of forgetting something is
>>minimal.
>>
>>Stefan
>>
>
> There are 8 items in your list, as many as CBSIFTCB,
> but no structure or mnemonic. Easy to forget something.
>
>
>

[Stefan]

Mark Dickson wrote:

> There are 8 items in your list, as many as CBSIFTCB,
> but no structure or mnemonic. Easy to forget something.

There's a lot of structure in it:
- glider preparation
- instrument panel
- mechanics
- concentration

Each of these points is easy enough to accomplish without forgetting a
thing, and as an additional bonus, the method works for all gliders. But
I agreee that up to a certain point, it's a question of personal taste.

BTW, I'm missing the pre flight concentration phase in all other
proposed checklists, which is an absolutely essential point for me.

Stefan

[Bill Daniels]

The last item on all my checklists is, "Don't do nothin' dumb". That's to
avoid being the lead story on the evening news.

Bill Daniels

"Stefan" > wrote in message
...
> Mark Dickson wrote:
>> At 18:24 25 January 2006, Stefan wrote:
>>
>>>>This works for all situations and all gliders, I don't
>>>>have to memorize
>>>
>>>a long list and the risk of forgetting something is
>>>minimal.
>>>
>>>Stefan
>>>
>>
>> There are 8 items in your list, as many as CBSIFTCB,
>> but no structure or mnemonic. Easy to forget something.
>>
>>

[Bruce]

Don Johnstone wrote:
> At 18:06 25 January 2006, Robin Birch wrote:
>
>>In message , Bruce
>
>
>>>>>C - Controls
>>>>>B - Ballast (includes tail dolly)
>>>>>S - Straps
>>>>>I - Instruments
>>>>>F - Flaps
>>>>>T - Trim
>>>>>C - Canopy
>>>>>B - Brakes
>>>>>E - Eventualities
>>>>>
>>>>
>>>>Personally, I find the final E to be in the right
>>>>place, especially
>>>>for winch launch. It means the last thing I push onto
>>>>my brain stack
>>>>is the direction to turn after a high winch launch
>>>>failure. This means
>>>>that if I have a launch failure its 'nose down --
>>>>got approach speed
>>>>-- look ahead -- (too high for land ahead)-TURN' and,
>>>>because the turn
>>>>direction was the last thing into my memory, its the
>>>>first thing that
>>>>pops out again and turning the correct way is a no-brainer.
>>>>
>>>
>>>We also teach the 'E' with the accent on the pilot
>>>having done the self
>>>briefing, and/or had one from an instructor. The eventualities
>>>item is
>>>just a reminder that life is what happens while we
>>>are planning other
>>>things. On a winch launch it pays , as Martin points
>>>out to know what
>>>your plan is.
>>>
>>>It appears that the mind works this way. Referring
>>>to the eventualities
>>>plan as the last thing before initiating the launch,
>>>means it is top of
>>>mind when/if something goes wrong.
>>>
>>>So - the eventualities item is not a substitute for
>>>thought, but it
>>>does help to trigger the correct information from current
>>>short term
>>>memory in the event of things falling apart.
>>>
>>>I personally have to have a couple of very different
>>>'Eventualities'
>>>plans in my head. Consider the differences. We have
>>>a field with a
>>>short section of reasonable grass, cut short and level
>>>at each end. In
>>>the middle is over 1000m of much longer grass that
>>>the wildlife
>>>continuously works on returning to it's natural lumpy
>>>state. To the
>>>west there is a near parallel 1470m long tar runway
>>>varying from 150m
>>>to 300m, closer on the downhill side than on the uphill
>>>side. Oh, I
>>>almost forgot, the 60' tree between the runways at
>>>the uphill end.
>>>Depending on whether I am flying a 27:1 high wing,
>>>skid equipped two
>>>seater built like a brick outhouse, or my Std Cirrus
>>>with its low wings
>>>and 36:1 performance, a cable break at say 200 feet
>>>will have very
>>>different actions. Which will also vary depending on
>>>which direction
>>>the wind is from, etc. You don't want to be mentally
>>>flipping through
>>>permutations when the cable breaks at an awkward height.
>>>
>>>I use the 'E' to remind me, of the decisions I have
>>>made about
>>>launching this specific airplane, on this runway with
>>>the current
>>>weather.
>>>
>>
>>Going through E on a deliberate site, conditions and
>>aircraft basis is
>>vital every time. For instance, I fly from a nice
>>large site with flat
>>land all around (mostly). If I get a winch failure
>>and I am in a
>>position where I have to turn then down wind is usually
>>the best option
>>(gives space and time as you turn back into wind to
>>get into the site).
>>5 miles away is a ridge site which many of us fly from
>>occasionally.
>>Here turning down wind would be very dodgy as you would
>>go straight into
>>the curl over at a low height - guaranteed to be experience
>>enhancing.
>>
>>So do it last and work through everything that is different
>>since the
>>last time you did this - wind (strength direction),
>>type of launch
>>(winch aero), aircraft (ballast, has it got flaps,
>>max launch speed all
>>that stuff) and so on and ask yourself 'so what' at
>>each stage. That
>>builds your get out of jail plan and as has been pointed
>>out, the last
>>thing in the brain usually turns up as the first thing
>>out.
>
>
> You will get no argument from me that all the items
> mentioned in the eventualities are absolutely essential
> but my argument is that they should have all been considered
> long before the bum was put on the seat. Going through
> a long list of things with the canopy shut in the winter
> means you mist up and in the summer you cook. If these
> items are hurried because of either of these two factors
> they are of less benefit . Are glider pilots really
> that stupid that they cannot grasp the necessities
> of good airmanship and hold them in their brains long
> enough to take the correct action. I have always done
> an eventualities check but as part of my pre flight
> brief/self brief.

As I commented - going over and evaluating the possible eventualities and
appropriate actions should be part of the self brief, but I still find it helps
to remind myself of what I have decided as I close the canopy. I don't think a
pilot should sit sweltering under a closed cockpit going over all the
permutations, that's what you want to avoid. My "E" check generally amounts to a
quick go over the critical numbers.

> Remember that in the UK the pilot does not order the
> launch to commence, someone does that for him and yes
> I have seen an instructor and a student launch with
> the student still doing his eventualities. At a busy
> launch point closing the canopy is often the signal
> for attaching the cable and from then on the launch
> sequence progresses outwith the pilots control, the
> only thing the pilot can do is stop it.
>
>
>
>


--
Bruce Greeff
Std Cirrus #57
I'm no-T at the address above.

[Andy]

Thanks Bill and Don for the update. Many US contests use the same
launch sequence. The main reason being that it gets the fleet in the
air faster. I have not seen it used in US except at contests.

Andy

[Wallace Berry]

Funny thing about checklists...you gotta use 'em.

I'm very conscientious in my use of checklists. I use the ABCCCDWD
(altimeter, belts, controls, cable, canopy, divebrakes, wind, Dead (as
in "will kill you dead if you do something stupid"). I use USTALL in the
landing pattern. Undercarriage, spoilers (yeah, I know its not
consistent with D for divebrakes), trim, airspeed, lookout, land. Works
for me...usually.

Did I mention that I'm very conscientious about using my checklists?
Well, here's how I got caught out: I went through my pre-launch
checklist and got myself mentally prepared for tflight. Takeoff was as
normal. During the tow, I noticed a cockpit problem (not a flight safety
issue) that I wanted to fix before engaging in a long day of cross
country. I notified the tug that I was getting off early and landing,
and did so. Now, here's where I screwed up. I didn't go through my
checklist for the second launch. I had already done the checklist hadn't
I? As you may have already guessed, the divebrakes weren't locked and
eased themselves open during the takeoff. Having noticed that the
oncoming trees weren't dropping away as usual, I checked airspeed, found
it right on, and immediately reached for the divebrake handle which I
found full back. Closing it got us back on our normal climb.

So, use those checklists EVERY time you launch.

As an aside, my ship is a 301 Libelle, which type is known for
ineffective divebrakes. In a ship with effective brakes it would have
been more immediately obvious that the brakes were open. With the
Libelle, or other ship with weak brakes, divebrakes open on tow is a
more subtle and insidious problem, but one that could just as easily
cause the flight to end badly.

[Mike the Strike]

Wallace Berry wrote:
> Funny thing about checklists...you gotta use 'em.
>
> I'm very conscientious in my use of checklists. I use the ABCCCDWD
> (altimeter, belts, controls, cable, canopy, divebrakes, wind, Dead (as
> in "will kill you dead if you do something stupid"). I use USTALL in the
> landing pattern. Undercarriage, spoilers (yeah, I know its not
> consistent with D for divebrakes), trim, airspeed, lookout, land. Works
> for me...usually.
>

I was taught USTALL also, but after landing with water ballast a couple
of times have modified it to BUSTALL, which is not only more useful
but also prophetic if you don't use it!

Mike