The Daily Inspection or DI (not to be confused with Duty Instructor) is a rigorous undertaking that is an important contribution to gliding safety. Various checklists exist on how to perform a DI, but each pilot tends to have their own style - the common denominator being that it covers all parts of the glider in a methodical fashion.
The DI usually starts by removing the overnight covers from the glider. The covers are stored in a basket labelled with the glider's registration number for easy identification at the end of the day. These cotton covers (for the wings, tailplane and canopy) provide a little extra protection - mainly from birds perched overnight in the roof structure above.
The canopy is opened and the glider's log book is examined to see if any problems were reported when it last flew, looking especially for any remedial work that was recommended or started or (ideally) completed. At this stage it might be realised that the glider is not airworthy, and the inspection need not proceed any further. Alternatively it may draw attention to any repairs that need special checking on the ground or in the first flight. If any significant (safety-related) repair was done, the first flight would normally be a check-flight made by an instructor alone, without a student or passenger. NB: Some inspectors prefer not to look at the log book until after the inspection, to test themselves to find any existing problem reported in the book. Starting with the book could create bias in the inspection.
Appropriate batteries are retrieved from the charger rack and fitted into the glider.
All the cockpit controls are checked for full and free movement and the effectiveness of their operation. E.g. flying surfaces should be connected and move in the correct sense. A positive control check should be made of the primary control surfaces: A helper should hold each control surface steady while the inspector tries to move it with the appropriate control. This makes sure that none of the control linkages (cables or rods) are loose or broken. All other controls should also be checked e.g. the wheelbrake should prvent the glider from being rolled forwards. The rudder pedal adjustment should be checked as should any holes or covers or mountings like the bottom of the control stick.
A check is made for any ballast fitted, bearing in mind who will be flying the glider first. If any is ballast fitted it is checked to be secure.
Inside the cockpit, all the straps are carefully checked for any fraying or other damage, making sure they are securely attached to the airframe and that the adjustments work and do not slip. The buckle is checked to make sure it opens and closes correctly and holds the straps securely.
Security is also checked e.g. any loose items, the wing spar main pin and lock pin. Then a good lookaround is done for any loose objects in the cockpit or open space behind the pilot.
All instruments are checked to be set, serviceable and secure. They are given a once-over looking for any physical damage. Loose or cracked glass on a pressure instrument like the altimeter causes leaks that make the instrument produce an incorrect reading. If possible the airspeed indicator should be checked for connectivity by covering the fuselage side vents and tapping the main pitot tube or hole, which should make the needle twitch. On no account should anyone blow into the pitot as that can burst the capacitor. The main powered items (e.g. radio, audio variometer, turn & slip, artificial horizon) are switched on to make sure that the battery is connected and functioning OK and that the instuments display the correct indications.
The canopy is examined for any cracks or holes or scratches including the hinges and emergency release and any locking pins and tell-tale wire.
If the airbrakes will not stay open, use the straps to hold them in place or get a helper to hold them open when you move on to the exterbal inspection.
Then a careful external inspection is done by moving carefully around the glider in one pass (no zig-zagging or double visiting). The glider structure is inspected all around to check for any external damage and any items needing attention. This includes items like the tyres & skids, wing joint sealing tape, the fuselage and wings above and below (tapping the structure to listen for any dead areas), removing a cover from a pitot tube, circlips on the airbrakes, any debris in the airbrake boxes, hinges and fasteners and lock nuts and pins.
If the glider was 'put to bed' without a decent clean and the wing leading edges and surfaces are covered in flies, it may be decided to give the glider a wash at the end of the inspection as such contamination on the aircraft can significantly reduce gliding performance.
Finally the parachute(s) are retrieved from overnight storage (a specially heated cupboard is provided at Deeside Gliding Club to prevent any dampness and unwelcome wildlife) and checked over. This includes lifting the ripcord panel to check for a valid inspection sticker and the date of the next inspection. Some parachutes need to be inspected inside and repacked every three months, but the Puchacz parachutes only need such attention once a year. It is worth noting that in the U.K. the rate of bail-outs is only around one a year for a gliding population of about 10,000. After inspection the parachutes are laid on the seats of the glider.
The glider is then removed from the hanger - which may require other gliders or a tug to be moved out of the way.
After pushing or towing the glider to the launch point, the first time the tow rope is attached there is an initial release check - the ground assistant attaches the rope and then pulls very hard to make sure it is firmly in place, then the pilot pulls the release handle to make sure the rope releases easily.
On one occasion when I arrived early in the morning there were no instructors present, but the duty tug pilot had arrived (an air traffic controller). A little later there was a call saying an instructor was on his way - currently passing Stirling (about 120 miles south). Such dedication. Almost all the staff working in a gliding club are volunteers on a rota basis. At Aboyne the salaried staff are the mechanic, the weekday tug pilot, the weekday instructor, and a wee retainer for the wife of one of the instructors who kindly gives the clubhouse a good clean now and again. So at the weekend - the busiest time - the tug pilots and instructors are in fact normally all volunteers.
After an hour or two the duty tug pilot decided we should get a Puchacz ready to fly. We wandered over to the hanger and he slowly and methodically took me through the Daily Inspection for that type. He also showed me how the inspection varied on older types of glider - a Bocian (the predecessor of the Puchacz) and a Capstan, both wooden fabric-covered machines that at first glance look a bit like museum pieces. The Bocian belongs to the Aberdeen Gliding Club, and as it has been rarely used it was covered in dust and dirt and the output of birds perched high in the roof above. Clearly the next person to fly it would have to get a bucket and sponge out first.