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