HASELL
There were a few times where I started aerobatics with the fuel pump switched off. As this was in an aircraft with carbureted engine, it takes significantly longer for the engine to restore power after inverted flight. Only then did I remember that I had forgotten the whole HASELL check.
For me, the Airframe check is a quick glance round the cockpit to check whether everything is how it's supposed to be. Flaps up, carb heat off, fuel pump on, canopy closed and locked, loose objects stowed, instrument settings correct, G meter reset to 0, trim set and so forth. To a very large extent it follows the same flow as the pre-take-off checks.
For me, the Airframe check is a quick glance round the cockpit to check whether everything is how it's supposed to be. Flaps up, carb heat off, fuel pump on, canopy closed and locked, loose objects stowed, instrument settings correct, G meter reset to 0, trim set and so forth. To a very large extent it follows the same flow as the pre-take-off checks.
Like I said earlier I can't see a lot of value in the "Airframe" check. Personally I think it is an "Air Force ism" appropriate to the high performance aircraft that they fly, but just mindlessly carried over to light aircraft operations and passed down from instructor to instructor with no critical thought as to whether it actually had any value.
Also there is no requirement for any of the PA 28 140 or C 172 series aircraft to be in the utility category to do stalls.
Location = Clear of A, B, C and D
Active aerodromes
Built-up areas
Controlled airspace
Danger areas.
Incidentally, 'A' is indeed for 'airframe'. It's not just 'airframe = flaps up', there will be occasions when other configurations are deliberately used - such as flaps extended, landing gear down etc etc. Also, if you're going to be spinning, it is an opportune point at which to recall the max. fuel imbalance permitted, although that could also be covered under 'E' for engine.
The transfer of military methods into civilian practice is often eroded over the course of time - such as the misuse of 'P_A_T' as 'A_P_T' instead of 'S_H_T', for example. But I was taught the same HASELL checks in Cessna 150s back in 1968 as I was in RAF Chipmunks, Jet Provosts, Gnats, Hunter, Bulldogs etc etc over the years, so it is emphatically NOT
Actually, I'm surprised you don't advocate conducting one of your half hour monologues before stalling, BPF.....
Active aerodromes
Built-up areas
Controlled airspace
Danger areas.
Incidentally, 'A' is indeed for 'airframe'. It's not just 'airframe = flaps up', there will be occasions when other configurations are deliberately used - such as flaps extended, landing gear down etc etc. Also, if you're going to be spinning, it is an opportune point at which to recall the max. fuel imbalance permitted, although that could also be covered under 'E' for engine.
The transfer of military methods into civilian practice is often eroded over the course of time - such as the misuse of 'P_A_T' as 'A_P_T' instead of 'S_H_T', for example. But I was taught the same HASELL checks in Cessna 150s back in 1968 as I was in RAF Chipmunks, Jet Provosts, Gnats, Hunter, Bulldogs etc etc over the years, so it is emphatically NOT
an "Air Force ism" appropriate to the high performance aircraft that they fly, but just mindlessly carried over to light aircraft operations and passed down from instructor to instructor with no critical thought as to whether it actually had any value.
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The way I was taught:
H is Height. Sufficient for recovery by whatever minimum you choose to apply. The RAF always had 3000ft AGL which has generally stuck in civilian training, although it was always the height to abandon after a failed spin recovery. Few civvies wear chutes.
A is Airframe (UK). Gear, flaps and should also include "Brakes Off". Some types can have their rudder travel limited with partial brake (Chippy for one, I think).
S is Security. Harnesses, hatches, loose articles.
E is Engine. T&Ps, fuel state, carb heat, etc.
L is Location. Clear of cloud, controlled airspace, congested areas.
L is Lookout. Either one turn or two, totalling 180 degrees.
H is Height. Sufficient for recovery by whatever minimum you choose to apply. The RAF always had 3000ft AGL which has generally stuck in civilian training, although it was always the height to abandon after a failed spin recovery. Few civvies wear chutes.
A is Airframe (UK). Gear, flaps and should also include "Brakes Off". Some types can have their rudder travel limited with partial brake (Chippy for one, I think).
S is Security. Harnesses, hatches, loose articles.
E is Engine. T&Ps, fuel state, carb heat, etc.
L is Location. Clear of cloud, controlled airspace, congested areas.
L is Lookout. Either one turn or two, totalling 180 degrees.
Last edited by Tay Cough; 21st Feb 2013 at 19:48.
I would also hope that you agree that this Check should not be mindlessly rattled off , but rather a clear understanding of the factors actually relevant to the configuration and position of the aircraft and to the manoever being carried out, should be present.
I am rather offended by your comment about a " half hour monologue before stalling" I would not and have not ever advocated such silliness. I am happy to see people disagree with what I have said as it forces me to re-evaluate what I post and the debate gives every reader things to be think about ; however if you are going to take a shot at me at least do me the favor of being accurate......
Last edited by Big Pistons Forever; 21st Feb 2013 at 20:19.
Also there is no requirement for any of the PA 28 140 or C 172 series aircraft to be in the utility category to do stalls.
(a) Normal Category – All acrobatic maneuvers including spins prohibited.
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for gliders - before stalls or spins (to be considered before taking off! and again just before maneuver)
Height - not below 900 feet.
Airfame - check VNE
Security - straps tight, no loose objects.
(E ? if you have an engine, be sure it is stowed!)
L - Location - not over active airfield or habitations
L - LOOKOUT! And this is really important. In a glider first do a well banked 180 turn, and then reverse the turn 180 the other way; so other gliders won't think you just found a juicy thermal....
Height - not below 900 feet.
Airfame - check VNE
Security - straps tight, no loose objects.
(E ? if you have an engine, be sure it is stowed!)
L - Location - not over active airfield or habitations
L - LOOKOUT! And this is really important. In a glider first do a well banked 180 turn, and then reverse the turn 180 the other way; so other gliders won't think you just found a juicy thermal....
From the limitations section of the C 172 M,N,P,R,S models POH
Quote
This airplane is certified in both the normal and utility category. The normal category is applicable to aircraft intended for non aerobatic operations.These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles and turns in which the angle of bank is not more than 60 degrees
Unquote
Originally Posted by Tay Cough
H is Height. Sufficient for recovery by whatever minimum you choose to apply. The RAF always had 3000ft AGL which has generally stuck in civilian training, although it was always the height to abandon after a failed spin recovery. Few civvies wear chutes.
A is Airframe (UK). Gear, flaps and should also include "Brakes Off". Some types can have their rudder travel limited with partial brake (Chippy for one, I think).
S is Security. Harnesses, hatches, loose articles.
E is Engine. T&Ps, fuel state, carb heat, etc.
L is Location. Clear of cloud, controlled airspace, congested areas.
L is Lookout. Either one turn or two, totalling 180 degrees.
A is Airframe (UK). Gear, flaps and should also include "Brakes Off". Some types can have their rudder travel limited with partial brake (Chippy for one, I think).
S is Security. Harnesses, hatches, loose articles.
E is Engine. T&Ps, fuel state, carb heat, etc.
L is Location. Clear of cloud, controlled airspace, congested areas.
L is Lookout. Either one turn or two, totalling 180 degrees.
