Bga Instructors Manual For Essentials

Posted on admin

Walt,The standard US checklist (riveted into the cockpit of every Schweizer I'veever flown) is ABCCCDE:AltimeterBeltsCanopyControlsCableDirection of WindEmergenciesI prefer to use the British (?) CBSIFTCB checklist, as it is more suited tomore complex gliders and has a better order, in my opinion:ControlsBallastStrapsInstrumentsFlapsTrimCanopyBrakesNotice that the second list is more hardware - oriented, leaving out Wind orEmergencies - which still need to be addressed. For me, the ABCCCDE leavesout some specific critical items (trim setting, flaps, brakes, etc) that canbe Safety-of-Flight issues.I go through my CBSIFTCB before EVERY takeoff, in any kind of glider, BEFOREI get hooked up. Works for me.Hope this helps.Kirk StantLS6b 66Walt Plentis wrote in messagenews:3b5306d5$0$18892$272ea4a1@news.execpc.com.

Does anyone know the acronym used to remember the pre-takeoff checklist items?John Galloway16.07.01 09:49. I have adopted the following as a personal checklist:ABCDE CBSIFTCBBefore getting in:A: Airframe (integrity, DI done? Phil,Why did'nt you ask me?Many years ago I invented my 'checks before getting in'.These are:T Tail dolly, ground handling and towing out gear removed.U Undercarriage.

Tyres, skids etc. Good.R Rigging O.K.

All pins and safety pins in place (including K21 dragspar pins).D Damage since DI - inspect.This was after experience of operating off the rough runways at Hinton whereit was a good idea to inspect tyres and skids each launch.I think the whole thing can be covered by the following:We are looking for good answers to three questions.1. Is this a glider I want to fly?(For instance, not if safety pins are not in place. Positivecontrol checks will not show this.)The checks above are what I do.2.

Is this glider ready to fly?(Not, for instance, if the brakes are not locked).The standard BGA checks will cover this.3. Am I ready to fly?(Not, for instance, if I am not mentally prepared for a failedlaunch.)For a launch failure my drill is:-EXPECT IT.FLY IT. Don't stall, get a speed decided before launch andthe normal attitude.LAND IT. Select one of the options considered before thelaunch.Bill.W.J.

(Bill) Dean (U.K.). wrote in message news:3b53630a.493082@news.freeserve.net. Having looked for an acronym to cover the things you mention (for quite a few years) I'm staggered how obvious your ABCDE is. FX - Kicks own arse.BTIZ16.07.01 20:08. ABBCCCDEAltimeter - set to field elevation, get response from rear seat if both haveown altimeterBallast - as required, removed or installed. State where it isBelts - fastened, get response from rear seatControls - free and CORRECT, Trim set, spoilers exercised and LOCKEDCanopy - closed, latched and CHECKED (check rear canopy also)Cable - ConnectedDirection of Wind, call the observed wind out loudEmergency Plan, brief it'Kirk Stant' wrote in messagenews:9iv2mq$cjo$1@nnrp1.phx.gblx.net.Robert Ehrlich17.07.01 02:12.

Some things never mentinonned in these checklists which are part of thefrench standard checklist:- radio: on appropriate frequency, volume correct (although the 'I' forinstruments in some checklists may include that);- hat and sunglasses;- no free object in cockpit;- runway free ahead of glider.Anyway I am skeptical about these 'mnemotechnic' tricks. I don't feelremembering a list of letter and actions associated with each ones iseasier than remembering the actions themselves, you have only more thingsto memorize and more occasions to forget one of them. At least so it isfor me. Memory is a very strange things and works differently with differentindividuals. One of the reason I didn't start gliding before my 51th year, despitethe fact I had always since a teenager been interested in gliding and every flyingthing, is that I was convinced that I would certainly some day forget some vitalthing and this would kill me, or rather my instructor(s) will realize this factand never send me to fly solo.

It happened that effectiveley during my instructionI sometime forgot some vital thing, but I remember my mistakes and so I am confidentthat I can fly safely and instructors agree. But rather then on 'memotechnic' listof letters (which I nevertheless practice as I learnt it) I rely on the proper sequenceof actions made as a combination of an automated process and a reflexion about it(since things may vary according to glider).

As an example, a thing I was frequentlyforgetting, which is not vital but only annoying, is to close the sliding window beforetake off. The only real danger here is to try to close it during the tow, which maymake you look on it rather than on the tow plane.

This until I decided that I should choosean appropriate time in the sequence of pre take-off actions where to close this windowand always do that at this time. My decision was to do it just after cable hook-up, sincethe helper says 'close' to me when he puts the ring in the hook and I answer 'closed'afer doing it, he better hears that with the window open, but after that there is no morereason to keep it open.Don Johnstone17.07.01 02:33. The big advantage of John's checklist is that it deals with the 'eventualities' at the proper time. A few years ago the e was added to the CBSIFTCB so that pilots remembered to brief themselves on the conditions and think about their actions in the event of a launch failure.

While this is an essential thing to do attempting to do it when the canopy has been closed, (in summer you cook, in winter the canopy mists up) and the cable handler is trying to attach the cable is the wrong time. A pre-flight brief, whether a self brief or an instructor/student brief, should be done before the aircraft is put on line and not just tacked on the end of the pre-flight checks. The eventualities are unlikely to be effectively dealth with when there is so much immediate pressure to launch.At 17:00 16 July 2001, John Galloway wrote:I have adopted the following as a personal checklist:ABCDE CBSIFTCBBefore getting in:A: Airframe (integrity, DI done?

I like this sequence. The big reason I stopped using the ABCCCDE (and it'svariations) is the poor arrangements of the actions, and the lack ofspecific reference to different controls (A vario that isn't turned on hasno affect on the airworthyness of my glider, but on some planes notresetting the trim before takeoff can be real dangerous!).To continue this interesting thread, how about pre-landing checks? On 17 Jul 2001 09:33:34 GMT, Don Johnstone wrote:The big advantage of John's checklist is that it deals with the 'eventualities' at the proper time.A few years ago the e was added to the CBSIFTCB so that pilots remembered to brief themselveson the conditions and think about their actions in the event of a launch failure.I'd always assumed the 'E' was at the end so that your actions duringa failed takeoff would be on the top of your mind and not buriedbeneath the rest of the ritual.-martin@ Martin Gregoriegregorie. Harlowdemon.

UK.co. uk John Giddy17.07.01 17:12. Nobody seems to have spoken about the GFA standard checklistwe use in Oz:The mnemonic is: CHAOTICThis has the benefit that it is a pronounceable word, so iseasy to remember. The letters mean:C = Controls free and in the correct sense. Canada uses CISTRSCO 'sisters-co'C - Controls; check for freedom of movement over full operating rangeI - Instruments; set altimeter, check instruments, radioS - Straps; tighten lap strap, then shoulder strapsT - Trim and Ballast, if any (pilot weights within limits)R - Release; check for tension (release check for first flight)S - Spoilers and Flaps; open spoilers, check for freedom of movement, thenclose and lock.

Set flaps for takeoff.C - Canopy; close and lock, then check physically by pushingO - Options; for launch interrupted - for example by rope break.' Walt Plentis' wrote in messagenews:3b5306d5$0$18892$272ea4a1@news.execpc.com. Does anyone know the acronym used to remember the pre-takeoff checklist items?Doug Hoffman19.07.01 02:01.

Chris,There are a number of clubs in the U.K. Where downwind checks (as prelanding checks are usually named in the U.K.) are still taught, and a numberof instructors still teach them. At some clubs the Chief Flying Instructorstill insists that they be done, and taught. I think this applies at theSoaring Centre (Husbands Bosworth), Derby & Lancs. Club (Camphill), MidlandGliding Club (Long Mynd), I am sure there are several others.A number of the most senior C.F.I.s and Coaches (trainers of instructors)have always been against downwind checks. For instance, Bill Scull (CFILasham then BGA Chief Coach), Chris Rollings (CFI Booker GC then BGA ChiefCoach), Brian Spreckley (BGA Coach then CFI Booker), Derek Piggott (CFILasham and Coach), John Jeffries and Derek Sear (CFIs London Club,Dunstable), Chris Pullen (BGA Coach and chairman BGA Instructionsub-committee), several others of similar standing.I think the Law of Primacy is very important, and must always be taken intoaccount.

Habits form quickly, and people form an emotional attachment totheir habits. Because of this, I think it is important not to ask peopleto change habits unless really necessary. Asking a pupil to do somethingnot previously done, or to stop doing something, is a major change of habit.I do not think the arguments for or against downwind checks are sufficientlystrong to justify asking people to change. I do not do them myself, andnever teach them; I was not taught them when being instructed or checked asa pilot, and was not told to teach them when being coached or examined as aninstructor. On balance I am against them, I agree with the distinguishednames above; but when I have a pupil who has been taught to do them I do notask for this to stop.Bill.W.J.

(Bill) Dean (U.K.). 'Chris Rowland' wrote in message news:3b53618@corp.supernews.co.uk.

Snip. BTW, in the UK we used to have pre landing checks - UFSTAL. Does anyone know why these were abandoned? Chris Rowland.Greg Arnold19.07.01 09:33. All other pilots (Piper Cub to Concorde) use written checklists.Is there something about gliders that causes written checklists to beinappropriate? I am a lot safer reading a written checklist that trying toremember some acronyms, and then trying to remember what they are supposedto stand for.In a high pressure situation, there isn't a chance I could remember thisstuff. Maybe this is why the incidence of gear-up landings among gliders isa lot higher than among power planes?

Does anyone know the acronym used to remember the pre-takeoff checklist items? The only thing I remember is to look at the panel where I have a typed list taped. I follow the list.Walt Konecny19.07.01 11:04. Greg Arnold wrote in messagenews:wZD57.8034$A@news1.rsm1.occa.home.com. I agree. All other pilots (Piper Cub to Concorde) use written checklists. Is there something about gliders that causes written checklists to be inappropriate?

The recommendation is that no downwind or pre-landing check of any kind isdone.There have been a good many wheels-up landings over the years, some by verydistinguished and well known pilots (I will spare their blushes). It isvery common to find that if they are asked 'Did you do downwind checks?' Theanswer is 'Oh, yes!'

Very few pilots are trained in two-seaters with aretracting wheel, and few early solo machines have them.What most people seem to do, and I do myself, is to put the wheel down whenthe decision to land is made; I have done so at 4,000ft before now.Most of the items in most downwind check lists are airmanship items whichpilots do anyway, and are not special to the landing sequence. Who fliesaround not looking out, who flies out of trim? Who does a circuit patternwithout choosing or looking at the landing area? Yet these items are oftenin the check list.Power check-lists (the ones I am familiar with) consist of items about theaircraft itself which need changing or checking when moving from cruiseconfiguration to landing configuration. The only such item with a glideris the wheel, so if you use a check-list it should have one item 'Wheel'.W.J. (Bill) Dean (U.K.).

'Todd Pattist' wrote in messagenews:9jpdltk3gb695i3s8q5hr3ou5apr1uqlv9@4ax.com. 'Bill Dean.' Wrote: A number of the most senior C.F.I.s and Coaches (trainers of instructors) have always been against downwind checks. This is interesting. Are you saying that no pre-landing check of any type is done? If so, how do you teach pilots to always remember to lower the gear?

OTOH, are you perhaps just saying that the check is done prior to entering the pattern, (before the 'downwind') so that the pilots attention is focused outside during the actual pattern? Todd Pattist - 'WH' Ventus C (Remove DONTSPAMME from address to reply.)Richard Brisbourne19.07.01 12:41. In article, 'Bill Dean.'

Writes: At some clubs the Chief Flying Instructorstill insists that they be done, and taught. I think this applies at theSoaring Centre (Husbands Bosworth),Nope!At Hus Bos we follow the BGA recommendations which is that good airmanshipshould prevail and pre landing actions carried out as appropriate although wehave some problem getting this new suystem across to all instructors.This does not mean that checks should not be done, it simply means that theyare carried out as and when appropriate, not necessarily in the downwind legand not necessarily by rote.BarneyBill Dean.19.07.01 15:38. I hope I made it plain that many U.K. Pilots do downwind checks, and manyinstructors teach them.I think the consensus among the most experienced Chief Flying Instructorsand Coaches (trainers of instructors) is that the balance of argument isagainst doing downwind checks. However, this is not an official doctrine,the matter is in fact controversial and can create quite a lot of heat.The BGA Instructors' Manual (the nearest we have to an official doctrine) isfairly neutral on the matter.

It says (14.11):Before going to the high key area (I have started part way through thesequence): Prepare for landing by -doing pre-landing checks, if appropriatemaking sure the straps are tight and deciding on a suitable approachspeed. In gliders so equipped, dump any water ballast and lowerthe undercarriage.continuing to fly the glider at normal speed.Under 'Advice to Instructors' (14.17):Downwind.Don't confuse the demonstration by introducing downwind checks assuch. It is all there anyway and the pre-landing checks should becarried out before starting the circuit.

A mnemonic on thedownwind leg is inappropriate. Recitation of checks should not beconfused with an ability to plan a circuit.The above extracts are from the second edition (Feb. In the firstedition (Jan. 94) the first line 'doing pre-landing checks, if appropriate'is missing, there are other changes. The manual was written by people whowere against down-wind checks, but they had to take into account thefeelings of those strongly in favour.I have had the experience of sitting behind a pupil who stumbled through thechecks he had been taught the whole way down the down-wind leg, whilerunning out of height. Most of these checks are airmanship things anyway,when are you not concious of your speed, is it not automatic to re-trim tofly trimmed all the time?I think that people differ, and if a pilot finds that a list helps, then useone; but it is vital in a glider always to be flexible.W.J. (Bill) Dean (U.K.).

'Todd Pattist' wrote in message news:fbceltg5n3jr0iks6foe7i0vf8i3p6eb78@4ax.com. 'Bill Dean.' Wrote: The recommendation is that no downwind or pre-landing check of any kind is done.

Quite interesting. I was unaware of this significant difference in philosophy betweent he U.S. And the U.K. There have been a good many wheels-up landings over the years, some by very distinguished and well known pilots (I will spare their blushes). It is very common to find that if they are asked 'Did you do downwind checks?'

The answer is 'Oh, yes!' . Agreed - a check is no guarantee that the pilot won't land gear-up, but IMHO, it reduces the chances of it.

Bga Basic Instructor

Very few pilots are trained in two-seaters with a retracting wheel, and few early solo machines have them. I also primarily learned in a non-retract, but learned the gear as part of my checklist. Wrote in message'snips' Under 'Advice to Instructors' (14.17): Downwind. Don't confuse the demonstration by introducing downwind checks as such. It is all there anyway and the pre-landing checks shouldbe carried out before starting the circuit.What does 'it is all there anyway' mean?And when it says 'pre-landing checks should be carried out beforestarting the circuit'.

Does this mean that pre landing checks are indeeddone, but at some time before starting the circuit?M EilerLudovic Launer20.07.01 08:56. I was not involved in any way with the writing of the BGA Instructors'Manual, but I know most of the people who were, and I have a fair idea oftheir thinking.They were against teaching or doing formal downwind checks, using amnemonic. But they knew that some were passionately in favour, and wouldcontinue to teach it, so they put in a form of words to allow for this.The second edition goes further in this than the first edition.The thinking as I have always understood it is:1.

Most items in most downwind check lists are in fact airmanship items,which any pilot ought to be doing anyway, mostly in all phases of flight notjust when in the circuit/pattern and landing phases. Other items likeusing air-brakes are hardly likely to be forgotten.2. Once you have eliminated the airmanship items, you are usually leftwith just 'dump waterballast' and 'wheel down'.3. Time pressure and managing workload are often a problem when flying,especially in a glider, and particularly in the circuit and landing phases.Anything which adds to the workload is bad news, and a formal checklist tobe recited comes into this category.

BasicBga instructors manual for essentials download

If you insist on doing it (perhapsbecause the habit is so ingrained that you find it impossible to stop), thenget it over before joining the circuit.The form of words 'its all there anyway' I do find unsatisfactory. I havealways understood it to mean 'its all airmanship which you will be doinganyway' so there is no need for a formal checklist to remind you, and youshould be doing it continuously and not just once as part of a checklist.If anyone who was involved in actually drafting the BGA Manual is readingthis, I hope they will post and put me right.W.J. (Bill) Dean (U.K).

'Caracole' wrote in message news:WdO57.77$J1@news2.randori.com. M Eiler.Larry Goddard20.07.01 15:55.

Bill,People are bandying about a lot of words that can mean different things in thisdiscussion. I would like to know what is your definition of 'airmanship' in thecontext of this discussion or the BGA Instructor's manual rationalization.Larry Goddard'Bill Dean.' Wrote: I was not involved in any way with the writing of the BGA Instructors' Manual, but I know most of the people who were, and I have a fair idea of their thinking. They were against teaching or doing formal downwind checks, using a mnemonic. But they knew that some were passionately in favour, and would continue to teach it, so they put in a form of words to allow for this.

The second edition goes further in this than the first edition. The thinking as I have always understood it is: 1. Most items in most downwind check lists are in fact airmanship items, which any pilot ought to be doing anyway, mostly in all phases of flight not just when in the circuit/pattern and landing phases. Other items like using air-brakes are hardly likely to be forgotten.Chris Rowland22.07.01 15:01. As far as I know the offcial doctrine in France in this matter is that, even if youdo downwind checks, pre landings actions should be performed before enteringthe pattern.

Anyway, even if some things like looking out are part of goodairmanship, I think it is wise to remind them before a critical phase likelanding. A thing that I didn't see in these pre landing actions or checks isthe radio.

One should include in the actions to do before entering the pattern:repeat in your mind what you are going to say in the downwind radio message(identification of the glider, runway number, evt non-standard side.). Thisshould avoid what happened to me recently, to say 'Charlie Zulu, uh! No,Charlie Victor south downwind for a long landing runway 30'. A part of thisradio message on gliders with retractable gear is to announce 'gear down and locked'.This is the 3rd check/action for the landing gear, the first being during the prelanding action before entering the pattern (when you lower it), the secondduring the downwind checks (when you check it). On 2 occasions among several hundredflights I had to observe a short silence between the words 'gear' and 'down and locked'so that the words become true at this time:-).Ludovic Launer23.07.01 07:45. The use of mnemonics is a double-edged sword.

It is by no means the perfectanswer. My club still used the challenge and response mnemonic WULF as apre-landing check.Water - DumpedUndercarriage - down and lockedLoose articles - stowedFlaps - SetThere are two basic problems with this. Firstly the pilot has to remember to apply the checks. A significant number of 'wheels up' landings are made simply because the pilot has 'forgotten' the checks, or at least that iswhat is assumed.

Secondly the use of mnemonics for challenge and response checks is not foolproof even if the pilot remembers to carry them out. Most pilot training is carried out in fixed undercarriage, unflappedgliders which do not carry water. As a result for a significant period of time, and perhaps more importantly, during the early stages of his flying career a pilot recites to himself or his instructor, Water - not carried,Undercarriage - Fixed, Loose articles - stowed and Flaps not fitted.

The only one of these checks required is perhaps the loose articles. The intention is that the challenge part (Water, Undercarriage, Loose Articles, Flaps) of the sequence becomes automatic and will be applied when he moveson to fly more advanced gliders. Unfortunately the response tends to become automatic as well as it is always the same and this is definitely not desirable. The down side of this form a training is that it does not encourage a pilot to actually think to deeply about his actions, and whenthe excrement interfaces with the rotating air moving appliance this automatic response can be, and I suspect frequently is, reverted to.

There are well-documented incidents where experienced pilots have called 'Finals3 greens' despite the wheels being safely stowed in the bays. Because of this tendency the Royal Air Force place a limit on the number of consecutive circuits that can be flown. The use of challenge and response mnemonics can be useful aid but because of its repetitive nature it can never be a substitute for a pilot thinking and taking actions appropriate to the stage of flight.My prefered procedure is at the point where I make the decision to land, beit at my home site when I have had enough or when I select a field I ask the question, 'What do I need to do to this glider to prepare for the landing?' And carry out only the appropriate actions (That is different from what I am required to teach). It works for me, well so far it has.Yes I have sat in my Kestrel, unstressed, doing the pre-takeoff checks and heard myself mutter 'Flaps - Not fitted'.

Automatic check, automatic response, automatic crash, no thanks.Posted via Glider Pilot Network Host:Robert Ehrlich25.07.01 12:30. Ludovic Launer wrote: to announce 'gear down and locked'. Does the tower / other planes in the pattern really care about this?There is no tower where I am flying (Centre Aeronautique de Beynes), only aduty instructor on ground with a handheld radio, and it is an airfield for glidersonly. Of course the duty instructor cares of the radio message and will ask aboutthe gear if he doesn't hear it. If I remember correctly, when I was in St Auban,although power planes are also flying there, the ritual was the same. Shouldn't we try to make our mesages on the radio as short as possible (only necessary information).If adding 3 short words can improve safety.

Having the gear down and locked is the PIC's problem.The problem as always in safety matters is 'how can we minimize/avoid the effectof an error'. Certainly if people were not making errors this would not be necessary.But the experience shows that they do. Or is the tower really going to tell you that regardless of what you've just said the gear is not down?I hope so, but this is not the purpose of the radio message.

Bga Instructors Manual For Essentials Manual

The idea is that thereis a very low probability that somebody would say that his gear is down when it isnot so. He would rather forget also to say it or realize that he forgot to lower thegear and correct his mistake. This worked twice for me. In a similar way, at Fayencewhere I had 2 flights, the towplane pilot refuses to start unless he hears in the radio.' Glider XX ready to takeoff, airbrakes closed and locked'.

It is very unlikely that theglider pilot would say this and the airbrakes are not locked. We had a landing in afield just near the airfield in my club due to such a mistake. I forgot this also a coupleof time in my beginning, but happily somebody noticed it before take-off and said it to me.

LudovicBill Dean.25.07.01 16:14.

Bga Instructor's Manual For Essentials 10

. Page 2 and 3:.

Page 4 and 5:. Page 6 and 7:. Page 8 and 9:.

Page 10 and 11:. Page 12 and 13:. Page 14 and 15:. Page 16 and 17:. Page 18 and 19:. Page 20 and 21:.

Page 22 and 23:. Page 24 and 25:. Page 26 and 27:. Page 28 and 29:.

Page 30 and 31:. Page 32 and 33:. Page 34 and 35:. Page 36 and 37:. Page 38 and 39:. Page 40 and 41:. Page 42 and 43:.

Page 44 and 45:. Page 46 and 47:. Page 48 and 49:. Page 50 and 51:. Page 52 and 53:Part 9 - SIGNALS In due course, the. Page 54 and 55:17. A broken and a continuous white.

Page 56 and 57:Part 10 - RADIO The Law Wireless Te. Page 58 and 59:The guidance in CAP 413 Radioteleph. Page 60 and 61:Part 11 - Competitions National Gli. Page 62 and 63:EASA Gliders An EASA glider must ha. Page 64 and 65:Pilots can only carry out limited P. Page 66 and 67:A serious injury is one which is su. Page 68 and 69:(c)Self Sustaining Sailplane (SSS):.

Page 70 and 71:FOOTNOTE Glider pilots are required. Page 72 and 73:3) The instructor carrying out the.