How to do a Positive Control Check?
On Jun 3, 8:13 pm, ContestID67 wrote:
A recent accident (disconnected aileron) got me thinking about
positive control checks. I searched the RAS archives and didn't find
any details on how people do this.
I was trained by my CFIG, like most of you I hope, to do a positive
control check every day. Actually it was more like it was drilled
into me. This was even done on club ships that remain assembled for
the season.
As a beginning pilot I would sit in the cockpit and move the controls
as someone more experienced put their hands on the flight surfaces.
Later I found that anyone can handle the controls, it's the hands on
the surfaces that was much more telling if things were connected
properly or not. My ship does not have automatic hookups so this is
especially important to me.
I got into the habit of having my assistant move the control one way,
then the other, then back again with full deflection. All the while I
was putting pressure on the surface and, at the same time, wiggling
the surface to simulate take off vibration. So far, no incidents,
knock on wood.
So, the question is, how do *YOU* do your positive control check?
John "67" DeRosa
John,
Your topic is an old favorite of mine. When starting glider flying in
this country many years ago I was appalled by the way positive control
checks were done. The pilot was in the cockpit, in line for getting
towed and a more or less hapless assistant was asked to lock a
particular control surface or the airbrakes with their hands. The
pilot would then bang the stick around and declare the airplane safe
for flight (leaving the assistant with pinched and bruised fingers).
You already described well a better way to do this. Put the assistant
into the cockpit, yes, sitting in it, not just standing outside. Have
her move control surfaces on your command, slowly and deliberately.
The pilot will put pressure on those surfaces simulating in-flight
forces around the center position but also test full deflections.
Walking around the glider doing this also allows for a full assembly
check, looking for mylar seals, hinge conditions, gap tape, tire
inflation etc.
My wife and I have done this for many years with me calling out the
control movements (in German) and her repeating them and executing.
It's been a source for amusement for many bystanders but I believe it
kept me safe.
Now, I can teach you to do this in German (with a Colonel Klink voice)
but that's not really necessary...
Herb, J7
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