HASELL
 

Pre stall checks, we use the nmemonic HASELL.
Can anyone explain what the "A" of the HASELL is?

As far as I know it's 'Airframe - Flaps as required.'
If we're doing clean stalls, then it should be "flaps up".
If we're doing dirty stall, it should also be "flaps up" since we only extend the flaps in stages during the stall entry.
So why do the "A" part of the HASELL when it's going to be 'flaps up' anyway?

The A is for "Area". That is the student should determine that it is both safe and legal to perform the manoever in their chosen location

I was taught Height, airframe, security, engine, location , lookout.
So for area read "location"
For "airframe" I thought this was more to do with spinning and relevant certification.

airframe.


HASSELL does not relate only to stalling but all other aerobatics as well.

Is the aircraft permitted to do the planned manoeuvre?
Are there configuration issues. Eg Slats on a Tiger Moth or Flap settings.
What are the limiting speeds for the aircraft?
G limits for the manoeuvre.

Absolutely !

Instructor flying a string of Trial Lessons in a variety of club aircraft.
Student asks if he can see a Loop.
Sure says Instructor, then gets to A of HASELL and realises he is
in a 152 not a 152 Aerobat.
Ok Lets look at a wingover instead.

It's been indirectly mentioned already but would include consideration of whether in "Utility Category" (as opposed to "Normal Category") as appropriate for maneuver.

I was always taught that A meant Airframe and covered everything from configuration to limits. i.e. gear and flap position, what manoeuvres the aircraft was certified for, limits such as G and limiting speeds and how much altitude was needed to recover. And for big pistons the first L is for LOCATION I.E. AREA so whoever taught that didn't know what he was talking about.

I guess this is the case of national differences. In Canada the HASEL check ( ie one "L" for lookout ) is taught with the A for area. Personally like the original poster I can't see the point of the "aircraft" check.

The point of the HASEL check is to make sure new pilots are sure the aircraft is prepared for any manoever. The configuration that the aircraft is set up for ( ie what flaps to set, limit speeds etc) is a manoever specific SOP. "Checks" like the HASEL should be to ensure flight safety critical items are not missed. It should not be a "how to fly" checklist.

Any aerobatic instructor that needs a mnemonic to make sure they are in a aerobatic as apposed to an non aerobatic Cessna 152 before starting a loop, needs to re think their profession :rolleyes:

We are also thought, after the first stall, subsequent stall performed immdeiately thereafter, pre-stall check HALL is sufficient.
Anyone experienced the same?
Notice that "A" in of the original HASELL is still there. I guess "A" to check config (flaps) is also correct? (To ensure aircraft config is corrent since last stall)

I think BPF has picked up the regional difference already. In Aust the 'A' is for 'area' in all the training with which I've been associated. It's basically to make sure you can start the practice at a sufficiently high altitude and recover by a specified level, typically 3000'. Not annoying neighbours, or frightening horses also enters into the choice of location.

I trained in New Zealand and was taught A for airframe. Follow up check was HELL.

Things must be different on the west coast, over here on the east coast of Oz I've always been taught 'Airframe' ie clean, flaps up or down, gear up or down etc. as required for normal stalls or accelerated stalls (or climbing stalls, descending stalls.....)

L is for location, and lookout....

No, I was taught subsequent checks are H E L L

Must be even more regional than that, Garry! I learned to fly just up the road from you, at Parkes. But I did find the 'area' bit held in a number of different centres. I guess the message is not so much in the precise mnemonic as remembering to set yourself up properly, however you do it.

HASELL was invented by the RAF many moons ago (I first encountered it in 1965).

In the UK, A is for Airframe, since area is covered by the first L, Location.

LM - QFI Ancien.

Well Canada is bigger than the UK so maybe it takes you longer. In the UK "Area" is covered by the two Ls - Location and Lookout

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.

Likewise I was taught the RAF way with HASELL having a second 'L' for Location which was further subdivided by 'ABC' as follows:-

A = Active airfields
B = Built up areas
C = Clouds and controlled airspace (unless cleared as we were usually in a MATZ or ATZ)

So I was taught a full HASELL as follows:-

Height = Sufficient to recover
Airframe = Flaps, speedbrakes, gear etc
Security = Hatches & harnesses + loose items stowed
Engine = T&P's / carb heat / prop / mixture etc
Location = Clear of ABC's as above
Lookout = either a 180 or 2 x 90 deg turns.

Subsequent manouvers then only require an abbreviated HELL.....

Regards

UA

Airframe was also a check for any loose items which might cause issues.

I'd of covered that with the S for security

I'd say the turns are to cover both of these. Far too many people just say "location - clear of airfields, built up areas..." but without flying a steepish turn to check under the wings, how can you be sure there's not built up area underneath you. So I'd say the turns are to check what's underneath you just as much as checking for other aircraft in the area.

As for the A, Airframe which covers flaps, retractable gear, park brake (some aircraft have a rudder limiter if the park brake is set so you need to be doubly sure it's off before aerobatics), caged gyros, a whole load of stuff can be included in there.

In a PA28 just doing stalls, it only really refers to flaps.

For 'Location' I was taught the five Cs.

Clear of Crowds, Clouds, Cities and Controlled airspace.

Also a check that you are within the Utility Category

It seems to me that if you started a manoever with the fuel pump off then you did not properly complete the " E " (engine) part of the HASEL check.

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 NOTActually, I'm surprised you don't advocate conducting one of your half hour monologues before stalling, BPF.....

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.

I think we have taken up enough band width on a pretty trivial issue. I am sure that you will agree that the important point is that prior to conducting manoevers that may result in high pitch or bank angles, an organized check of the factors that could degrade the safety of the exercise should be carried out.

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......

Depends how you define "acrobatic" I guess - if you're practising stalling there is always the possibility of it turning into such if a wing drop develops.

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....

The Cessna C 172 POH is quite specific on this issue.

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

Exactly the way I was taught. Also include cowl flaps and speed brakes in the Airframe section. In a nutshell, Airframe is confirmation that the aircraft is configured correctly in the aerodynamic sense for the given maneuver(s) you are attempting. If it's attached to the outside of the aircraft and is configurable you account for it here.