Before putting on the parachute is should be examined for any signs of damage. After strapping on the parachute, but before entering the glider the first checklist acronym is:
| A | Airframe | Check the aircraft's physical integrity: walk around
and look at all the surfaces carefully. Look for any external damage
that may have occurred since the last flight, e.g. due to a collision
with a ground vehicle or rough ground handling. Look for damage to any
of the control surfaces like holes, twists or loose wires. Most damage
to gliders occurs on the ground. Check the aircraft log book to be sure that the daily inspection has been done and note any reported problems that you may need to bear in mind when flying. If you find the log book sitting on the seat it may mean that the previous pilot has decided the aircraft is not airworthy. One day this may save your life. |
| B | Ballast | Check the loading information panel on the cockpit wall
to make sure that the weight of the instructor in the rear and the
weight of you in the front are both within the design and balance
limits. Remember to add the weight of your clothes and parachute (about
20 pounds). If the front weight is insufficient you may need to add
ballast. For the Puchacz there are two holes in the floor to screw in lead weights (each 6.3Kg - about 15 lbs). As the weights are installed far forwards they have a much greater effect than adding the same weight to the front passenger. You may also need to fit a cushion. Or if you are large, you may need to remove weights/cushions used by a previous pilot. |
| C | Controls | Lean into the cockpit and move the controls to observe the correct movement of the relevant surfaces. A useful tip is to remember that if you push a control the corresponding surface should move up or in the same direction, and if you pull a control the corresponding surface should move down or in the same direction. You push up and pull down. E.g. if you push the stick forwards, the elevators in the horizontal stabilizer (tailplane) move up. You need to check the stick, rudder, elevator trim, airbrakes (and flaps if fitted). The exception to this rule is trim tabs, e.g. on the elevator. |
| D | Dolly | Check that any fitted wing or tail dollies have been removed. This is not a standard check at Aboyne (Deeside) but I've noticed once or twice that the pilot can be sitting with the glider on the runway waiting for the two rope to be retrieved with a dolly still attached to the tail, waiting for a helper to remove it. I've heard most glider can fly OK with a tail dolly attached, but not very well - especially for a light pilot. Of course, forgetting to remove it would likely incur the wrath of the Chief Flying Instructor and a good slagging from other club members. |
Before entering the cockpit any necessary back or seat (safety) cushions should be obtained and fitted to make sure you can comfortably operate all controls . After entering the cockpit, adjusting the rudder pedal position and strapping in, the main checklist acronym is:
| C | Controls | Check that the primary controls have free and full movement. (E.g. there could be a cable jam or your harness could be caught in a controls or your body position could be blocking the full backwards travel of the stick): Check the stick left/right and forward/back, then move it gently around the four corners of the 'box'. Then push the rudder pedals to their extent left/right and then move the stick and rudder together to check they are not interfering. |
| B | Ballast | Make sure that any required ballast has been obtained and fitted securely. Normally lead weights can be screwed into the floor near the rudder pedals to compensate for a light pupil. Also check that ballast hasn't been fitted if you don't need any - the previous pilot may have left some ballast in place. NB: On some advanced gliders water ballast may be fitted in special tanks to improve glide performance. |
| S | Straps (Security) |
Check that you (and the instructor if installed) are properly strapped in and that there are no loose objects in the cockpit that could interfere with the controls, e.g. by becoming lodged under a rudder pedal. Common culprits are cameras, drinks and sunglasses. |
| I | Instruments | Scan that the instruments to check they are Set,
Serviceable and Secure: SET: Make sure adjustable instruments are set correctly. This may include the following: Zero the altimeter with the pressure setting knob. Switch on the audio variometer and radio and check the frequency (usually 130.10MHz) and the volume. Check the oxygen supply and that the masks are working if you are planning their use. Zero the accelerometer. NOTE: If the accelerometer is already reset be suspicious about the previous flight - it is bad practice to reset the instrument after flying as that could hide any excessive forces that may have overstressed the glider, such as a bad aerobatic manouever or a very heavy landing. On the other hand, a high reading may simply be due to bumps in the track during the return to the launch point. SERVICEABLE: e.g. check for any obvious failures or damage to instruments like the hands giving an odd reading - the airspeed indicator is usually hanging straight down; in particular check for any cracked or loose glass or condensation as on pressure instruments like the altimeter this will usually mean incorrect readings. SECURE: e.g. make sure that the instruments and the panel are properly in place and not loose. It has been known for instruments or even the panel to fall out during the climb. |
| F | Flaps | If flaps are fitted (there are none on the Puchacz), check full & free movement and that the setting is correct for takeoff. |
| T | Trim | Check full & free movement of the trimmer fore and aft, including movement together with the stick as some gliders have elevator and trimmer cables close together that could interfere. Then set the trimmer for take-off - usually quite far forwards especially for a lighter pilot like yours truly.. |
| C | Canopy | Check the canopy eject levers are secure complete with retaining wires then close and lock the canopy. Check that the canopy is closed locked visually and by applying upwards pressure above your head. Check that the DV (Direct Vision) panels are closed. Open the canopy air vents and the canopy demister control if necessary. |
| B | airBrakes | Check for full and free movement of the airbrake handle and observer the airbrakes above and below each wing through the range from fully open to fully closed. Then close and LOCK the airbrake handle so the brakes cannot fly open due to wind suction during takeoff or the climb. |
| E | Eventualities | Consider your options in case of an aborted take-off or
climb-out due to an unexpected problem such as a rope break or tug
engine failure. Early in flying it is worth thinking about the whole
aerotow, when you are more experienced you need only worry about the
lower part when you won't have much time to think. Key questions to ask
yourself include: 1. What if the rope breaks during the ground run or just after takeoff? 2. What if the aerotow fails shortly after take off when still very low? 3. At what height is it safe to turn back to the airfield? 4. Can I do a downwind landing at the airfield or do I need height to do a circuit? 5. What is the ideal approach speed in the current wind conditions? At Aboyne airfield when taking-off to the east (usually from the north runway), a typical scenario would be as follows: If the rope broke immediately after takeoff, if sufficient runway remained you would land straight ahead on the runway. If you were low without enough runway left, you would steer between the trees and land a little to the right in the next field which is not ideal as it is very rough (there are much better fields for a takeoff to the west). As height is gained your options increase. If high enough you could land further upwind in the next field or turn slightly to one side to a better field: there is a good one across the river on the right and another good field across the road on the left. By a minimum height of around 300 feet, if the wind were light you could turn 180 degrees and land downwind on the parallel runway - or even the grass cross-runway if you are heading south of the airfield. If it is windy, you would have to land into wind in one of the good fields upwind (as above). To do that you may have to circle back downwind slightly first. By around 500 feet, especially if the tug has been climbing close to the airfield, you could turn around and join a mini-circuit to land back at the airfield into wind. Note that a high tow speed means that some altitude can be gained immediately after releasing: But some tow failures are due to the tug having a problem, which usually means it is flying slowly. For most pilots the trim position for takeoff will keep the aircraft in trim during the aerotow and also achieve the correct approach speed automatically if there is a problem. For lighter pilots (like me) the ideal trim position for the aerotow is trim well-forward (due to the lighter nose and higher airspeed). That would result in too fast an approach speed. But it is safer to trim for the tow in case you are distracted (or else you could zoom up and upset the tug). In that case, remember that you are trimmed nose heavy and that needs to be adjusted quickly in the eventuality of a tow failure. It is important to keep your Eventuality plan in mind as the takeoff and climb progress, so that an instant decision can be made. And it is just as important to adjust the plan as you progress depending upon where the tow is taking you. You should glance at the ground while keeping another eye on the tug. Remember that your 'favourite' fields from previous takeoffs may today be unusable e.g. due to livestock or crops. At any time through the aerotow you should be able to answer the question: "Where will I land if the tow fails now?". Never end up flying low and slow. |
"Airbrakes closed and locked, ready for tow."
You conclude the checks by announcing this to the ground handler at the nose. This is an important moment - it signals to the the ground handler(s) that you are all set, so after they attach the rope they signal the tug to take up the slack and then go all-out for takeoff. If it is the first flight of the day, you should ask for a positive release check.
If after the rope is attached you realise something is wrong, e.g. you forgot a map, you should make an obvious signal such as opening the canopy and shouting "stop" (if you are still stationary). If there is any doubt or the tow has started RELEASE the tow rope immediately.