I agree that they are pre-landing checks, not downwind
checks, and should be carried out prior to joining
the circuit.

At 19:36 17 November 2005, W.J. \bill\ Dean \u.K.\.
wrote:
In short, No.

One of the biggest controversies in U.K. clubs is about
whether to do or not
to do downwind checks. Some clubs insist, some clubs
think it is rubbish.

So far as I know, none of the professional national
coaches employed by the
BGA to train instructors has ever called for downwind
checks.
To my certain knowledge this includes Bill Scull, Chris
Rollings, Brian
Spreckley, G. Dale, many others. However, when they
came across a
candidate who had been trained to use downwind checks
they did not actually
insist on a change.

The BGA Instructors' Manual in Chapter 4 - CHECK LISTS
is 3 pages and has
this on page 4.3: -

'Pre-landing checks.

'The use of UFSTAL, WULF and other variations on the
theme is inappropriate
on the downwind leg of the circuit. The pilot is
better off flying the
glider correctly, in the right place, and looking out.
The use of a
pre-landing check prior to joining the circuit (a pre-circuit
check as
opposed to a down-wind check) is mentioned also in
chapter 14.'

Chapter 14 - CIRCUIT PLANNING (PART ONE) is 6 pages
of text and 4 of
illustrations and has this on page 14.6: -

Under 'Before going to the high key area', 7 bullet
points, with the last
one: -

'make a positive decision to join the circuit to land,
and plan to arrive at
the high key area between 700ft. to 800ft.
prepare for landing by;
doing pre-circuit checks, if appropriate
making sure the straps are tight and deciding
on a suitable approach
speed. In gliders so equipped, dump any water ballast
and lower the
undercarriage
continuing to fly the glider at normal speed (i.e.
best glide angle),
but speeding up appropriately in any sink.'

On page 14-10 under 'Advice to Instructors',

4th of 7 items, 'Downwind',

'Don't confuse the demonstration by introducing pre-landing
checks as such.
It's all there anyway, and the pre-landing checks should
be carried out
before starting the circuit. Reciting a mnemonic
on the downwind leg is
inappropriate, and in any case, being able to recite
a check shouldn't be
confused with an ability to plan a circuit.'

I understand that frequently if someone lands wheel
up, when asked if they
did pre-landing checks they say 'oh, yes!'. The point
of course is that
those who are taught pre-landing checks are flying
training gliders with a
fixed wheel, and so they are used to saying the check
item but doing
nothing.

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


'Gary Emerson' wrote in message
et...


W.J. (Bill) Dean (U.K.). wrote:

In the current, Fifteenth Edition of Laws and Rules
for Glider Pilots of
April 2005 published by the BGA
http://www.gliding.co.uk/bgainfo/doc...ion15final.pdf
in Part 3 Recommended Practices RP26 on page 58 states:
-

'UNDERCARRIAGE WARNING SYSTEMS

'RP26. The fitting of systems that warn the pilot
of a glider that the
undercarriage is not lowered during the landing approach
IS NOT
RECOMMENDED. This is because if such a system is
fitted and is
activated then the pilot is likely to attempt to lower
the undercarriage
during the final stages of landing. This could result
in mishandling
the aircraft, so causing an accident.

'It is also recommended that if the glider is seen
on the approach
wheel-up, no attempt is made to warn that pilot, using
radio or other
means, for the same reason. The pilot should be
allowed to land
wheels-up.'

I understand that this recommendation was made after
accidents where the
warning was considered to be the cause.

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


So does the BGA recommend to use a pre-landing checklist
where the
spoilers are checked? If the spoilers are checked
early in the pattern
then the logic regarding gear warning systems is not
very logical.