Gear Warning

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.).
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"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.).
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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.

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

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.

Perhaps, if they had a gear up warning system, it would have alerted
them to the put the gear down, and avoided the gear up landing. I find
having the buzzer screech at me is a good training aid, and I redouble
my efforts to avoid it in the future.

The people I know that have landed gear up had 100's (or more) of hours
in the glider they landed gear up, so it seems they were used to "doing
something". The gear up landings I'm familiar with almost always
involved some distraction so that the checks were not done, or the pilot
grabbed the wrong handle, or the gear was down for the whole flight and
raised for landing. Also, the pre-landing checks I was taught did not
involve the gear, flaps, or ballast, as the ASK 13 had none of these,
and I suspect many (most?) US pilots were trained that way. All this
leads me to believe the situation you suggest is a rare one.

Personally, the 3 times my gear up warning saved me, I had 200, 1000,
and 1500 hours in various retractable gear gliders. All involved
distraction.


--
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Eric Greenwell
Washington State
USA

Eric Greenwell wrote:

The gear up landings I'm familiar with almost always
involved some distraction so that the checks were not done,

I did my first and (yet) only gear up landing, luckily on grass, with
300 hours, most of them with retractable gear. I know exactly why this
happened: I was on a cross country in an unknown region and had to
outland on a controlled airport. I knew the airport had a grass and a
concrete runway, but wasn't there before and I wasn't prepared to land
there. The runway couldn't be seen during the approach, but only on
downwind. So I had first to decide that I had to land there, then study
the airport chart, talk to them, enter the controlled airspace, follow
their instructions, navigate in an unknown place with an "invisible"
runway, look out for that runway etc., which all broke my routine. I
always do my checks on a certain point during the approach sequence. But
that sequence was broken and additional workload was introduced, and
that got me. I've reviewed my routine since.

Stefan

My one gear warning save happened while doing touch and goes with my Mooney.
Neglected to raise the gear on take-off, then abeam the numbers, flipped the
gear switch up. Briefly wondered why that darn distracting beep-beep-beep
thing was making such a racket. Within a second or two, came to my senses
and exclaiming to myself, "Holy Bananas" (or some similar, equally
appropriate thing). Switch down, no damage, glad there's a gear warning horn
even though I'm originally a Brit'.

bumper