A sailplane checklist...
Paul Raveling
This year I'm taking a shot at somewhat formalizing my
usual pre-takeoff checks in a sailplane into a 2-phase
checklist whose acronyms are CBART and ABC. It's partly
a followup to some of the earlier discussions on sci.aeronautics
and rec.aviation about checks & checklists, and I'd
welcome comments on it.
This isn't radically different from a "standard" pretakeoff
checklist, but the changes are intended to apply some of the
notions that the cognitive psychologists talk about to produce
a more reliable set of checks. Here's how it's supposed to work...
Each checklist item isn't supposed to have a fixed response.
It's supposed to be more like a subject to think about, though
the thoughts themselves can be pretty brief.
Splitting pre-takeoff checks into 2 phases recognizes that order
is important for some checks, and that there are usually two
pre-takeoff phases in a glider: Waiting for a towplane and
expediting the getaway when one arrives.
These lists don't include several items that appear on various
other glider checklists because those items are handled in
other ways. For example, a pilot should ALWAYS be aware of
wind direction and strength when in the cockpit, even when
just sitting on the flight line. Various cockpit adjustments
should be done BEFORE pulling into the flight line (ballast,
seats & pedals, vents, ejecting snakes, ...). Awareness of
traffic in the pattern just prior to takeof is part of the
procedure that immediately follows the ABC checks, with help
from the wing runner.
The lists are arranged to keep each checklist as simple as
possible, but not simpler than possible. The need for simplicity
is higher in the "departure imminent" list.
CBART is the "waiting for a towplane" checklist:
------------------------------------------------
Controls Usual free & proper checks, except not for the rudder
if sitting #1 in the line with a towplane ahead.
Then the later signal to the towplane becomes
the rudder check.
Belts Verify they're fastened, adjusted, and not part
of an excessively spaghetti-like tangle of water
tubes, mike cords, parachute harness straps, and
oxygen plumbing. If flying with a passenger, be
sure the passenger is belted.
Altimeter Set to field elevation.
Radio Check to be sure it's on, tuned to the correct
frequency, volume & squelch adjusted, mike
within easy reach or boom adjusted, listen for
traffic approaching the pattern.
Trim Set for takeoff. If you have flaps and a load
of water, you might want to consider a negative
flap setting as part of the trim adjustment (for
a tad better aileron effectiveness in the takeoff
roll).
ABC is the "departure imminent" checklist:
------------------------------------------
Antecedent Check the tow rope & hook up -- Is it attached
securely? Is it knotted? Is there a frayed spot?
Is it wrapped around the local dog? Also be alert
for anything odd about the towplane, like fresh
streaks of gas on a wing behind a loose cap.
In checking the tow rope, apply the wheel brake
as the towplane takes up slack, leading to:
Brakes Does the wheelbrake work? Close and latch the
dive brakes [often/usually the same handle as
the wheel brake]. Or set the equivalent of
the dive brakes for takeoff -- flaps, for example.
Canopy Close and latch the canopy. (Very important
to do this LAST if you're flying in a desert
area; frying in the sun is bad enough, but baking
is much worse.) If flying with a passenger,
verify that the passenger's canopy is closed
and latched.
Also, remember the last control check -- rudder --
when ready to signal the towplane.
So what do you think? Has anyone tried lists a lot like this
for sailplanes? Or does it matter that much for sailplanes?
------------------
Paul Raveling
Rave...@Unify.com
Al Bowers
> CBART is the "waiting for a towplane" checklist:
> ABC is the "departure imminent" checklist:
> So what do you think? Has anyone tried lists a lot like this
> for sailplanes? Or does it matter that much for sailplanes?
Years ago (back when I was still a kid, not that I've grown up any
since), we had only one list. It's neumonic was CHAOTIC (we checked
the release before climbing into the airplane).
Controls free and everything moves in the _correct_ direction
Harness snug and secure
Altimeter set to field altitude
Outside check the pattern to be sure you're okay
Trim full forward (adjust once in the air)
Instruments check the panel that everything is still cool
Canopy closed and locked
Just before takeoff.
Outside
Controls (rudder last)
I also added Vent to this list (we flew out of a dirt strip and dirt
in the face from prop wash wasn't conducive to getting ones brain
where it belonged).
Landing checklist was FUST.
Flaps closed and locked (this was in a Blanik)
Undercarrige down and locked
Speed 55 knots plus whatever for winds
Trim so you didn't have to concentrate on the A/S
--
`In the changing of the times, they were like autumn lightning, a thing out of
season, an empty promise of rain that would fall unheeded on fields already
bare.' -Abe Shosaburo
Albion Hideto Bowers
ARA #3239 MCI #91-5896 DIOC #5937 DOD #900 PSIA #137
Ducati owner/enthusiast/apologist Sandan Muso Shinden Ryu Iaido
bow...@skipper.dfrf.nasa.gov ames!skipper.dfrf.nasa.gov!bowers
gaynier ronald
> This year I'm taking a shot at somewhat formalizing my
> usual pre-takeoff checks in a sailplane into a 2-phase
> checklist whose acronyms are CBART and ABC. It's partly
> a followup to some of the earlier discussions on sci.aeronautics
> and rec.aviation about checks & checklists, and I'd
> welcome comments on it.
> So what do you think? Has anyone tried lists a lot like this
> for sailplanes? Or does it matter that much for sailplanes?
For what its worth, here in Oz we use CHAOTIC as our pre-takeoff checks
C - Controls, checked from outside the sailplane so you can see
everything.
H - Harness
A - Airbrakes, working, closed and locked (over-center lock).
O - Outside, wind strength & direction, strip clear, crew available.
T - Trim, set for take-off, flaps checked as well, and Tail dolly
removed.
I - Instruments, electrics on.
C - Canopy and controls again.
I think I got everything. What checks do other countries use? What is the
standard check list in the US?
Ron Gaynier
Bible Anthony E
Our club uses ABCCC -- Altimeter, Belts, Controls, Canopy and
Communications.
There are a few light-weights in the club (NOT including me :-), and so
we have to put a heavy metal plate under the front seat for ballast. The plate
has some red strings attached which stick out from under the seat as a
reminder that the ballast plate is there. Recently there was some excitement
after a flight, and the ballast was over-looked for subsequent flights.
None of the club-porkers flew that ship the rest of the day, but the potential
for a Weight and Balance problem was obviously there. I discussed this with
one of the gray-beards, and he said that when he learned to fly gliders they
used CB-SIT-CB -- Controls, (dive)Brakes -- Straps, Instruments, Trim --
Canopy, Belts. For people who need ballast or use the same ships as the
light-weights, the addition of Ballast to the check-list seems useful.
One other comment about check-lists: If you get interrupted, start
over again from the beginning. Same guy told about getting interrupted right
at the point he was getting ready to check his spoilers, and when he resumed
the check-list he started with the next item. Result: he took off with
spoilers open -- small lake at the end of the runway. They kept it all
together long enough for him to make it to a bean field, but putting the
glider away for the day was an extended task.
BTW Paul, this was an excellent topic/question.
Evan Ludeman
>Landing checklist was FUST.
>
>Flaps closed and locked (this was in a Blanik)
Not to be critical (_always_ a good idea to know what you're doing,
as in using the checklist), but I thought I'd toss this in for grins...
The Blanik actually lands nicely with the flaps out. Allows one to
trim off 3 to 5 knots of airspeed on short final and makes for a
very nice low energy landing. I've used this technique in very light
winds with great results -- in anything over 6-8 knots down the runway,
the addition of flaps decreases "penetration" (glide slope w.r.t ground)
to the point that really high approaches are called for. Not recommended.
--
Evan Ludeman "No matter how far from home,
ludeman%astroa...@cs.wisc.edu a climbing sailplane carries
{...}!uwvax!astroatc!ludeman a happy pilot." - Gren Seibels
Bible Anthony E
>In article <1991Jun6.1...@news.iastate.edu>, bible@iastate (Bible Anthony E) writes:
>>
>> Our club uses ABCCC -- Altimeter, Belts, Controls, Canopy and
>>Communications.
>
>
>Altimeter set
>Belts fastened
>Ballast OK
>Controls free
>Cable (tow) fastened and knot-free
>Canopy latched
>Dive brakes closed
>Direction (of wind)
>Emergency procedures reviewed
>Flaps (I start at 0 and go to +10 to raise the tail)
>
[stuff deleted]
Yes, ABCCC is pretty short. I believe it comes from the SSA's book,
_Joy of Soaring_. My remarks about the ballast were meant to point out the
shortcomings of such a terse check-list.
Another thing I don't like about it -- and, no offense meant, but
this is even more true of your check-list -- is the repetition of the letter
C rather than ABCD... You have to remember how many repetitions there are as
well as what each repetition stands for.
Well, once you get used to a check-list and it leads you check all
the "right stuff" (sorry), it's a good check-list.
Jim Wang
>Communications.
Gee, that's pretty short -- I use ABBCCCDDEF:
Altimeter set
Belts fastened
Ballast OK
Controls free
Cable (tow) fastened and knot-free
Canopy latched
Dive brakes closed
Direction (of wind)
Emergency procedures reviewed
Flaps (I start at 0 and go to +10 to raise the tail)
I also find it useful to go through this list during preflight (but
not as a substitute for a pre-takeoff check!) since that's a more
convenient time to make sure you know the field elevation (if you're
not at your home field), to check for proper ballasting, that the
belts are in good condition, etc.
Jim Wang
N33ED
J Pryce
> I discussed this with
> one of the gray-beards, and he said that when he learned to fly gliders they
> used CB-SIT-CB -- Controls, (dive)Brakes -- Straps, Instruments, Trim --
> Canopy, Belts.
Surely some mistake---aren't straps and belts equivalent.
Anyway in the UK all gliding training is done using this checklist, or
its more modern equivalent CB SIFT CB, standing for Controls, Ballast,
Straps, Instruments, (Flaps), Trim, Canopy, (dive)Brakes. I think its
part of British Gliding Association operational regulations to use this
checklist.
Closing the airbrakes last makes sense since they may be the only thing
stopping the aircraft from blowing away in high winds :-(
John Gilbert
>
>...
>one of the gray-beards, and he said that when he learned to fly gliders they
>used CB-SIT-CB -- Controls, (dive)Brakes -- Straps, Instruments, Trim --
>Canopy, Belts. For people who need ballast or use the same ships as the
>light-weights, the addition of Ballast to the check-list seems useful.
>
You were (he was??) thinking and meant to say CB-SIT-CB ==
Controls, Ballast -- Straps, Instruments, Trim -- >Canopy, (dive)Brakes.
^^^^^^^ ^^^^^^^^^^^^
Of course, Straps = Belts.
************************************************************
** John Gilbert - Student Pilot - 6.5 hrs and LOVING it! **
** xcs...@fluke.tc.fluke.com **
************************************************************
Bible Anthony E
and
xcs...@tc.fluke.COM (John Gilbert)
correctly pointed out I wrote Belts instead of Ballast in the CB-SIT-CB
check-list. Belts are checked as "Straps".
Jerry Farrell
>not as a substitute for a pre-takeoff check!) since that's a more
>convenient time to make sure you know the field elevation (if you're
>not at your home field), to check for proper ballasting, that the
>belts are in good condition, etc.
I find pre-flight & pre-takeoff pretty distinct, and disagree a little
with my instructor's putting ballast in the pre-takeoff. That's
condition of the craft, along with control surface hinges & pedal position
& clear pitot & static & ... -- the plane doesn't get pushed out until
I'm satisfied on those scores, and once I'm satisfied, I don't want to
be distracting myself with something I should just KNOW is ok.
On pre-takeoff, I have 2 comments re the lists I've seen so far in this
thread:
1) I really want to say to myself how high / far I'll be at my 3 rope-
break strategy switches (from straight-ahead-onto-runway to into-
the-field, from field to turn-&-land-downwind, from that to turn-
the-other-way-&-consider.... Figuring those points takes more thought,
sooner; the checklist item is just to *say* them -- "at the ditch,
400' indicated, 700' " -- I want to tell myself those points before
I waggle the rudder, so I can call them (or DO them) with no brain as
I pass them.
2) After an instructor casually dropped his water bottle on the arm-rest
behind the spoiler/brake lever (intentionally), I became convinced I
wanted to check control freedom *after* my passenger is belted in.
He mentioned that a classic problem is a rider putting a purse/pack
right behind the stick. This one's a bit problematic if the instructor
is hooking up the tow; it means I move the "Controls" sublist from
2nd to just before "Canopy." I don't like a variable checklist, but
I haven't found a preferable alternative. So my list currently goes
Belts, Controls, Instruments, Escapes, Cable, Canopy, Clear
Mnemonics have failed me; I'm in Just Say The Whole Thing mode these
days.
Thanks for a fascinating question & discussion so far.
Rob Ballantyne
> In article <BOWERS.91...@drynix.dfrf.nasa.gov> bow...@skipper.dfrf.nasa.gov (Al Bowers) writes:
> >Landing checklist was FUST.
> >
> >Flaps closed and locked (this was in a Blanik)
> [etc...]
> Not to be critical (_always_ a good idea to know what you're doing,
> as in using the checklist), but I thought I'd toss this in for grins...
>
> The Blanik actually lands nicely with the flaps out. Allows one to
> trim off 3 to 5 knots of airspeed on short final and makes for a
In fact in our club there is subtle and sometime not so subtle
pressure to do full flap landings in light conditions. The claim
is that the low energy landing will help preserve the equipment.
>
> --
> Evan Ludeman "No matter how far from home,
> ludeman%astroa...@cs.wisc.edu a climbing sailplane carries
> {...}!uwvax!astroatc!ludeman a happy pilot." - Gren Seibels
--------------------------------------------------------------------------
| Rob Ballantyne | |
| email: ball...@cs.sfu.ca | |
| | |
| Simon Fraser University | I can't decide what to put here |
| Dept of Math/Stats | |
| Burnaby,BC | |
| Canada | |
--------------------------------------------------------------------------
--
--------------------------------------------------------------------------
| Rob Ballantyne | |
| email: ball...@cs.sfu.ca | |
| | |
Fred Black
I have no problems with any of them (they all seem to cover what is important).
For the benefit of the net, here are the pre-takeoff and pre-landing checklists
that are taught in Canada.
Pre-Takeoff: CISTRSC (Pronounced Sister's 'C')
Controls - Freedom and direction of movement.
Instruments - On / Set / No unreasonable indications as appropriate for the
glider being flown.
Straps - Properly fastened and secure (Both occupants if applicable).
Trim (and Ballast) - Trim set appropriate for the glider, balast appropriate
for the front seat occupant.
Release - Hooked up and functional (We always test the release before the
first flight of the day, and usually assume it still works there-
after).
Spoilers / Flaps - Spoilers operational, then closed and locked. Flaps set
as appropriate.
Canopy - Closed and locked.
Pre-Landing: SWAFTS
Straps - Secure
Wheel/Water - Wheel down and locked, Water Jettisoned.
Airspeed - Appropriate for conditions.
Flaps - As appropriate
Traffic/Trim - Check for conflicting traffic, set trim to approach speed.
Spoilers - Check availability and keep hand on the handle.
Also, what are people's opinions on an easy to remember acronym vs a printed
checklist?
--
Fred G. Black E-mail: cr...@bnr.ca Bell-Northern Research
PP-SEL,G P.O. Box 3511 StationC
My opinions only. Ottawa, Ontario
Canada K1Y 4H7
Catherine Conway
> Since we are discussing checklists, here is my general list.
> I will pickup other ones posted to the net.
>
> CHAOTIC (Sailplane Takeoff)
> (we checked the release before climbing into the airplane).
> Harness - snug and secure
> Altimeter - set to field altitude
> Outside - check the pattern to be sure you're okay
> Trim - full forward (adjust once in the air)
> Instruments - check the panel that everything is still cool
> Canopy - closed and locked
> Just before takeoff:
> Outside - check the pattern to be sure you're okay
> Controls (rudder last)
OK my 2c worth...
Here in Australia we use CHAOTIC as our pretakeoff check but it's a little
different.
Controls - Free to move. Correct sense. Done OUTSIDE the glider
Harness - All harnesses in the glider tight and secure. (including back seat)
Airbrakes - (Altimeter is part of instruments) Fully open, close evenly (check
half way) Closed, flush and locked. At this point check flaps as
they are also used for landing. Cycle and set for tackoff.
Outside - Four things to check
1. Strip clear. Note all local obstacles (ie powerlines etc)
2. Sufficient Crew to launch
3. Wind strength and direction. Plan here your launch failure
procedures (ie crosswind from the left, go right if the cable breaks)
4. Airspace. make sure you know it for the area.
Trim - all things that affect the balance of the glider.
Trim cycle and set for takeoff
Ballast secured if needed.
check the placards here and be sure you have enough weight.
Tail dolly off. (You should know the status of this before you get
in the glider)
Instruments - check that they seem OK. No broken bits. Radio on and set to
correct frequency.
Canopy,Cart,Controls
Canopy(ies) closed and locked
Cart - undercarriage down and locked
Controls. Full and free movement around the box and the rudder.
ALWAYS CHECK THIS LAST. Someone talked about the passenger who
put their purse behind the stick. When I am instructing in the
Bocian, I can loop the canopy string around the rear control stick.
When I do this they NEVER forget to check their controls again.
Other Standard GFA checks are:
Pre landing - FUST
Flaps - set for landing. (Note this check is done as early as possible
on downwind. It may not be appropriate to select landing
flap here. Just think here what flaps are required when.)
Undercarriage - Down and locked
Speed - set safe speed near the ground. 1.5 Vs. Work out component to
be added on base leg. (1/2 wind speed).
Trim - set as required.
FUBST is used if you have water ballast.
Pre aerobatic HASLL`
Height - sufficent for recovery by 1000'
Airframe - Flaps as required (often 0). Airbrakes closed and locked.
check that hair-trigger undercarriage that falls down occasionally.
Security - Harnesses tight and secure. No loose objects
Location - clear of built upo areas and cloud
Lookout - 90 Turn revering to a 180 degree turn.
Other checks in common use.
ABCD
before you get in.
Airframe - no damage from rocks, heavy landings etc
Ballast - set it up before you get in
Controls - full & free. Correct sense
Dolly - tail dolly removed.
CARD
pre hookon
Canopy - closed and locked
Airbrakes - closed and locked
Radio - on and set
Dolly - removed
This check is done by the person about to hook on the cable
the first 3 are verifyied by the pilot. He informs the pilot
that there is no tail dolly on. He(She) then hooks on the
glider and confirms all clear above and behind.
----
Catherine Conway
con...@tais.telecom.com.au
QFI.
Boomerang VH-GQZ