New trainer from SZD Bielsko

At 15:54 27 June 2007, Bruce wrote:
Mike Lindsay wrote:
In article , Ian
wri
That's why the BGA has every ab initio in the UK religiously
checking the flaps on a K13 every time they launch.

My God! (that's the religious bit)

I don't think I've ever seen a K13 with flaps.
True, but they check them just in case...

And they are checked in a K21...

Sally W wrote:
At 15:54 27 June 2007, Bruce wrote:
Mike Lindsay wrote:
In article , Ian
wri
That's why the BGA has every ab initio in the UK religiously
checking the flaps on a K13 every time they launch.

My God! (that's the religious bit)

I don't think I've ever seen a K13 with flaps.
True, but they check them just in case...

And they are checked in a K21...

....and in an SZD Junior, Discus and Pegasus at my club, at least
by me - and in my Standard Libelle.

I see no reason to deviate from the standard CBSIFTCBE checklist,
so "Flaps: not fitted" accompanied by a glance to see that there
is indeed no flap handle is part of my checklist for a non-flapped
glider.

This has the benefit of keeping instructors happy on check rides
without straining my brain to remember what checklist is expected as
compared with what I might do or say when no instructor is present.


--
martin@ | Martin Gregorie
gregorie. | Essex, UK
org |

"Martin Gregorie" wrote in message
...
Sally W wrote:
I see no reason to deviate from the standard CBSIFTCBE checklist,
so "Flaps: not fitted" accompanied by a glance to see that there
is indeed no flap handle is part of my checklist for a non-flapped
glider.

This has the benefit of keeping instructors happy on check rides
without straining my brain to remember what checklist is expected as compared
with what I might do or say when no instructor is present.

Perhaps it is just the way that my mind works, but I have to respectfully
disagree.

If you fly something with fixed gear for your first 1000 flights, each time
dutifully reciting something unnecessary like "UNDERCARRIAGE" and each time
DOING NOTHING but just skipping on to the next item, then when you finally get
in something with retractable gear, you are liable to do the same thing you have
always done and land gear up as a result. I believe that checklists should be
ideally posted in the cockpit and should be made specific to each aircraft so
that each step on the list has real meaning each and every time.


Vaughn

Vaughn Simon wrote:
"Martin Gregorie" wrote in message
...
Sally W wrote:
I see no reason to deviate from the standard CBSIFTCBE checklist,
so "Flaps: not fitted" accompanied by a glance to see that there
is indeed no flap handle is part of my checklist for a non-flapped
glider.

This has the benefit of keeping instructors happy on check rides
without straining my brain to remember what checklist is expected as compared
with what I might do or say when no instructor is present.

Perhaps it is just the way that my mind works, but I have to respectfully
disagree.

If you fly something with fixed gear for your first 1000 flights, each time
dutifully reciting something unnecessary like "UNDERCARRIAGE" and each time
DOING NOTHING but just skipping on to the next item, then when you finally get
in something with retractable gear, you are liable to do the same thing you have
always done and land gear up as a result. I believe that checklists should be
ideally posted in the cockpit and should be made specific to each aircraft so
that each step on the list has real meaning each and every time.

Isn't that a different situation?

I regard it as different because, unlike the pre-landing checks, its
done on the ground and without anything like the same time pressure to
complete it and without competing claims on your attention.

I was never taught a pre-landing checklist for just the reasons you
give. When I was flying an ASW-20 I taught myself to use WUF (Water,
u/c, flaps) as a pre-landing check. Now I have an early Std Libelle (not
B series, so no water) I've reverted to no mnemonic checklist because U
seems a bit silly. In any case the club flying orders now say that the
u/c should be lowered and a radio call made as soon as you decide to
join the circuit, which is much too early for the only other checklist
item (trimming for the approach). A second radio call is made at high
key and trim for landing toward the end of the downwind leg, so there's
really no point when a more formal checklist should be run.


--
martin@ | Martin Gregorie
gregorie. | Essex, UK
org |