Wingrunner Checklist

On 3/5/2013 8:47 AM, Clay wrote:
I thought all this was the pilot's responsibility. I don't want someone
blaming the wing runner if I take off with my canopy unlatched or tail
dolly on and something happens. No harm in wingrunner checking these
things but it is not their primary responsibility.


I know it's still winter in the northern hemisphere, and, that we're
discussing a perhaps fine point, but "I'm pretty much in Clay's camp" insofar
as primary (key word) responsibilities go...with the exception of the pattern.

Because Joe Glider Pilot doesn't fully control all that goes on between
pushout/pilot-installation in the cockpit/pilot-readiness, "by definition"
s/he isn't in the best position to "have up-to-date knowledge" of what's going
on in the pattern behind the glider.

When I run wings, I "naturally" check everything I can (on tug/rope/glider) to
the best of my ability, but I've long considered it MY primary responsibility
to "clear the pattern" prior to giving the thumbs up to the glider pilot (the
signal at our field it's OK for JGP to signal the wingrunner that JGP is ready
to raise the wingtip to level & launch).

As Joe Glider Pilot, my hope is (& I do try to be aware of this aspect of the
wingrunner's actions) my wingrunner has "the pattern aspect" adequately sussed
out. Responsibility for "everything else" glider-related associated with the
launch is mine.

A properly handled preparation for a wing-run glider launch is a dance of
beauty, with much happening "not in obvious sight"...

Bob W.

After taking the thoughtful comments into account from this forum, members of our club and gliding safety experts, we have created the following concept that we plan to test at our club:

https://docs.google.com/presentation...d.gb128aed1_00

The dialogue between the glider pilot and the wingrunner is 12 words (if spoilers are not deployed during the early takeoff roll).

In response to some of the criticisms posted in this forum:

"Clear Pattern" does not mean there are not aircraft in the pattern. Those words are used for the sake of simplicity. It really means the pattern is clear enough for the launch. Any suggestions on an alternate phrase (short & sweet) to relay that meaning are welcome.

We do require the SSF wingrunner course for all new members.

Most of the CATP items are the pilot's primary responsibility that SHOULD have already been accomplished. This wingrunner checklist is a backup that utilizes another resource to help to catch the killer items. It is silly to think that we will blame the wingrunner for an accident. On the contrary, it is foolish to not have a backup when it is so simple to do. CRM and SPRM (Crew Resource Management and Single Pilot Resource Management) relies on incorporating help from all available resources. The FAA requires it, it increases safety and is easy to do in many situations like this one.

There is no shift in responsibility here. It is expected that the glider pilot will complete their checklist before CATP occurs. See link above for more details on timing.

Thanks for your thoughts,
Jamie Shore
scoh.org

On Tuesday, 5 March 2013 11:51:55 UTC, Jamie Shore wrote:
My club is considering implementing a wing runner checklist. The wing runner would perform this mental checklist at some point before they give the Begin Takeoff signal.



"CATP"



Canopy....CLOSED AND LOCKED (to the best of their judgement)

Airbrakes....CLOSED AND LOCKED (to the best of their judgement)

Taildolly.....REMOVED

Pattern.....CLEAR



A FEW QUESTIONS....

1. I heard about this at the 2012 SSA convention in Reno. Does anybody know which club has implemented the checklist?



2. Have any of you implemented this or a similar wingrunner checklist?



3. Pros & Cons?



Thanks,

Jamie Shore

Why would you do this after attaching the rope/cable rather than before? In the UK it is normal practise for the wingrunner to ask 'Brakes closed and locked?' before attaching. The All Clear obviously comes later.

I see the value in reviewing items after rope hook up. But...

In the summer in our area it is normal to be above 100 F and very high humidity and the conditions are unbearable under the canopy and at rest. Sweat pouring into your eyes becomes a risk that may not exist in other less hot/humid parts of the world.

I'm coming in late on this one but on the subject of beginning the takeoff roll with dive brakes extended, maybe it's worth repeating some old advice. At least on Standard Class gliders (i.e., no flap handle), the easy way to reassure wing runners (and tow pilots) that the pilot hasn't simply forgotten to close/lock the brakes is to cycle them in and out repeatedly as the slack comes out of the rope. Yeah, it's a bit of a hassle but as the rope tightens you can hold them out to actuate the wheel brake if that's desired.

By now, everyone including the ops director, wing runner, tow pilot, spectators, the pilots behind you, and birds flying overhead will be aware that you're doing it intentionally and not forgetfully. And if the wing runner looks puzzled, I just cycle them one more time after the thumbs up signal.

Chip Bearden
ASW 24 "JB"
U.S.A.